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Skytrak ndash A New Era for Vertical and ldquoCircularrdquo
Transportation
presented by
Adrian Godwin BSc DMS MCIM CEng MIET
Chairman Lerch Bates Europe
Overview
Background Pursuit of Building Efficiency
Changing Requirements Needs and Wants
New Geometries New Building Communities New Opportunities
Going Back in History
Challenges for ldquoRope-lessrdquo Lifts and Horizontal Cabin Transfer
Business Case for ldquoSkytrakrdquo
Traffic Handling Capability
EC-Type Certification and EHSRrsquos
Human Comfort Design Criteria
A Look at ldquoConventionalrdquo vs ldquoCircular Elevatoringrdquo
Skytrak ndash Two ldquoPrime Moversrdquo Four Inventions
Basis of Motor and Retarder Design Cabin Weight
Low amp High Speed Drives and Novel Transfer ldquoSwitchrdquo
Visual Simulation
Background
bull The safety gear was publicly displayed by Elisha Graves Otis in 1853 at the Crystal Palace fair in New York
bull Itrsquos now over 150 years since this landmark invention and the uttering of the words ldquoall safe gentlemen all saferdquo
bull Just think how far the aviation industry has moved since the Wright brothers took off in 1903
bull Today we want to prove that a new era for vertical transportation is about to unfold with the necessary inventions and technology now at last in place to enable the lift industry to finally take off
Background
bull Density of office occupancy is increasing
bull Land becomes ever scarcer and more valuable
bull Buildings have to get more efficient
bull Elevator systems have to work harder
Besides
bull Architects want a new degree of freedom for vertical transportation
systems
bull New energy efficient ldquogreenrdquo self-contained communities need to
be established
bull Multiple cabins need to travel in one shaft to reduce the number of
lift shafts deployed in buildings
Areas addressed in the recent past include
Application of ldquoDestination Hall Callrdquo control systems
Double deck ldquoTWINrdquo lifts and 3-D ldquoDouble Deck Destinationrdquo Control
Shuttle amp Local Goods Lift Services similar to Passenger Lifts
Time Sharing of Lifts to achieve 24 hour utilisation (multi-use towers)
Combining Different Uses of Decks Entrances at Different Times
Now the technology is around to address
Multiple Autonomous Cars in One Hoistway
ldquoSkytrakrdquo - the next generation of people mover technology
Pursuit of Building Efficiency Gains
Requirements are Changing Why
Building geometry is becoming more complex
Steel glass and other materials can be custom cut
Architects want unique shapes of buildings
Transit between buildings and complexes is required
Need to move people from major transportation hubs
Building in city centres very constrained
New integrated transportation solutions required
My building is curved why canrsquot my Vertical Transportation be
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Overview
Background Pursuit of Building Efficiency
Changing Requirements Needs and Wants
New Geometries New Building Communities New Opportunities
Going Back in History
Challenges for ldquoRope-lessrdquo Lifts and Horizontal Cabin Transfer
Business Case for ldquoSkytrakrdquo
Traffic Handling Capability
EC-Type Certification and EHSRrsquos
Human Comfort Design Criteria
A Look at ldquoConventionalrdquo vs ldquoCircular Elevatoringrdquo
Skytrak ndash Two ldquoPrime Moversrdquo Four Inventions
Basis of Motor and Retarder Design Cabin Weight
Low amp High Speed Drives and Novel Transfer ldquoSwitchrdquo
Visual Simulation
Background
bull The safety gear was publicly displayed by Elisha Graves Otis in 1853 at the Crystal Palace fair in New York
bull Itrsquos now over 150 years since this landmark invention and the uttering of the words ldquoall safe gentlemen all saferdquo
bull Just think how far the aviation industry has moved since the Wright brothers took off in 1903
bull Today we want to prove that a new era for vertical transportation is about to unfold with the necessary inventions and technology now at last in place to enable the lift industry to finally take off
Background
bull Density of office occupancy is increasing
bull Land becomes ever scarcer and more valuable
bull Buildings have to get more efficient
bull Elevator systems have to work harder
Besides
bull Architects want a new degree of freedom for vertical transportation
systems
bull New energy efficient ldquogreenrdquo self-contained communities need to
be established
bull Multiple cabins need to travel in one shaft to reduce the number of
lift shafts deployed in buildings
Areas addressed in the recent past include
Application of ldquoDestination Hall Callrdquo control systems
Double deck ldquoTWINrdquo lifts and 3-D ldquoDouble Deck Destinationrdquo Control
Shuttle amp Local Goods Lift Services similar to Passenger Lifts
Time Sharing of Lifts to achieve 24 hour utilisation (multi-use towers)
Combining Different Uses of Decks Entrances at Different Times
Now the technology is around to address
Multiple Autonomous Cars in One Hoistway
ldquoSkytrakrdquo - the next generation of people mover technology
Pursuit of Building Efficiency Gains
Requirements are Changing Why
Building geometry is becoming more complex
Steel glass and other materials can be custom cut
Architects want unique shapes of buildings
Transit between buildings and complexes is required
Need to move people from major transportation hubs
Building in city centres very constrained
New integrated transportation solutions required
My building is curved why canrsquot my Vertical Transportation be
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Background
bull The safety gear was publicly displayed by Elisha Graves Otis in 1853 at the Crystal Palace fair in New York
bull Itrsquos now over 150 years since this landmark invention and the uttering of the words ldquoall safe gentlemen all saferdquo
bull Just think how far the aviation industry has moved since the Wright brothers took off in 1903
bull Today we want to prove that a new era for vertical transportation is about to unfold with the necessary inventions and technology now at last in place to enable the lift industry to finally take off
Background
bull Density of office occupancy is increasing
bull Land becomes ever scarcer and more valuable
bull Buildings have to get more efficient
bull Elevator systems have to work harder
Besides
bull Architects want a new degree of freedom for vertical transportation
systems
bull New energy efficient ldquogreenrdquo self-contained communities need to
be established
bull Multiple cabins need to travel in one shaft to reduce the number of
lift shafts deployed in buildings
Areas addressed in the recent past include
Application of ldquoDestination Hall Callrdquo control systems
Double deck ldquoTWINrdquo lifts and 3-D ldquoDouble Deck Destinationrdquo Control
Shuttle amp Local Goods Lift Services similar to Passenger Lifts
Time Sharing of Lifts to achieve 24 hour utilisation (multi-use towers)
Combining Different Uses of Decks Entrances at Different Times
Now the technology is around to address
Multiple Autonomous Cars in One Hoistway
ldquoSkytrakrdquo - the next generation of people mover technology
Pursuit of Building Efficiency Gains
Requirements are Changing Why
Building geometry is becoming more complex
Steel glass and other materials can be custom cut
Architects want unique shapes of buildings
Transit between buildings and complexes is required
Need to move people from major transportation hubs
Building in city centres very constrained
New integrated transportation solutions required
My building is curved why canrsquot my Vertical Transportation be
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Background
bull Density of office occupancy is increasing
bull Land becomes ever scarcer and more valuable
bull Buildings have to get more efficient
bull Elevator systems have to work harder
Besides
bull Architects want a new degree of freedom for vertical transportation
systems
bull New energy efficient ldquogreenrdquo self-contained communities need to
be established
bull Multiple cabins need to travel in one shaft to reduce the number of
lift shafts deployed in buildings
Areas addressed in the recent past include
Application of ldquoDestination Hall Callrdquo control systems
Double deck ldquoTWINrdquo lifts and 3-D ldquoDouble Deck Destinationrdquo Control
Shuttle amp Local Goods Lift Services similar to Passenger Lifts
Time Sharing of Lifts to achieve 24 hour utilisation (multi-use towers)
Combining Different Uses of Decks Entrances at Different Times
Now the technology is around to address
Multiple Autonomous Cars in One Hoistway
ldquoSkytrakrdquo - the next generation of people mover technology
Pursuit of Building Efficiency Gains
Requirements are Changing Why
Building geometry is becoming more complex
Steel glass and other materials can be custom cut
Architects want unique shapes of buildings
Transit between buildings and complexes is required
Need to move people from major transportation hubs
Building in city centres very constrained
New integrated transportation solutions required
My building is curved why canrsquot my Vertical Transportation be
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Areas addressed in the recent past include
Application of ldquoDestination Hall Callrdquo control systems
Double deck ldquoTWINrdquo lifts and 3-D ldquoDouble Deck Destinationrdquo Control
Shuttle amp Local Goods Lift Services similar to Passenger Lifts
Time Sharing of Lifts to achieve 24 hour utilisation (multi-use towers)
Combining Different Uses of Decks Entrances at Different Times
Now the technology is around to address
Multiple Autonomous Cars in One Hoistway
ldquoSkytrakrdquo - the next generation of people mover technology
Pursuit of Building Efficiency Gains
Requirements are Changing Why
Building geometry is becoming more complex
Steel glass and other materials can be custom cut
Architects want unique shapes of buildings
Transit between buildings and complexes is required
Need to move people from major transportation hubs
Building in city centres very constrained
New integrated transportation solutions required
My building is curved why canrsquot my Vertical Transportation be
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Requirements are Changing Why
Building geometry is becoming more complex
Steel glass and other materials can be custom cut
Architects want unique shapes of buildings
Transit between buildings and complexes is required
Need to move people from major transportation hubs
Building in city centres very constrained
New integrated transportation solutions required
My building is curved why canrsquot my Vertical Transportation be
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
My building is curved why canrsquot my Vertical Transportation be
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Vertical Transportation needs to respond to the architectrsquos wants
July 2010
Beijing CBD
Competition
Entry
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
New Building Geometries
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
HOTEL
APARTMENTS
RESTAURANTS CLUBS VIEWING
OFFICES
SERVICED OFFICES
RETAIL
New Building Communities
You are just one journey away from anything and everything in the building
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
New Building Opportunities
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Going Back in History
A paternoster or paternoster lift is a passenger
elevator which consists of a chain of open
compartments (each usually designed for two
persons) that move slowly in a loop up and down
inside a building without stopping Passengers can
step on or off at any floor they like Courtesy Wikipedia
First built in 1884 by Londoner J E Hall as the Cyclic Elevator the name
paternoster (Our Father the first two words of the Lords Prayer in Latin) was
originally applied to the device because the elevator is in the form of a loop and is
thus similar to rosary beads used as an aid in reciting prayers[1]
Paternosters were popular throughout the first half of the 20th century as they
could carry more passengers than ordinary elevators They were most common in
continental Europe They are rather slow elevators typically travelling at about
03 metres per second thus improving the chances of jumping on and off
successfully
Today in many countries the construction of new paternosters is no longer
allowed because of the high danger of accidents (people tripping or falling over
when trying to enter or alight) Five people were killed by paternosters from 1970
to 1993
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Paternoster Lift Installations eg University of Sheffield Arts Tower are being modernised
Many universities wish to retain their paternoster lift installations as in many instances replacing it with one or maybe two lifts in each shaft significantly degrades the handling capacity rendering many uses of the existing buildings impossible
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Today History is repeating itselfhellip
The first new paternoster lift installation has recently been handed over and is operational at the new four floor Berlin HQ of Solon SE
German elevator contractor Schoppe-Keil engineering certification firm TUumlV and the Berlin State Office for Occupational Safety adding some high-tech safety features For example flashing green and red lights tell users when to step on and off A visual detection system arrests the lift if one pokes even part of your foot past the threshold when the lights are flashing red
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
History You donrsquot have to look far in the world of patents to see the ideas have been there for 40 years or more
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
History This complex arrangement envisaged linear motor driven cabins that could be switched on to local guide rails to stop at floors and could even be disengaged and transferred horizontally
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
History This design also harks back to the Paternoster principle of cabins rotating between up and down shafts in the overhead space
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Hitachi ldquoCirculating Elevator Systemrdquo
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Some of the more important challenges are
1 Guide support structure that can ensure equivalent ride quality
2 Increase in drive motor power by up to 6 times
3 Increase in energy losses of up to 6 times
4 Maintaining vertical orientation of the lift car
5 Transmission of power and data tofrom the lift car without trailing cables
6 Increase in the braking force required from the fail-safe brake
7 Manual release of the fail-safe brake for passenger release not feasible
8 Impact of emergency stopping in either direction
The Challenges of Ropeless vs Roped (Making it possible for a lift to traverse a curved trajectory)
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Run at high speed on an inclinevarying incline
Not impose heavy structural loads at high level
Enable multiple cabins to run in one shaft
Operate in environmentally harsh conditions
Move cabins in 2 or 3 dimensions away from the pure vertical
Enable horizontal as well as vertical movement
Provide direct access to levels above 700m high
Run autonomously without the need for ropes cables etc
What Conventional Elevators Canrsquot Do
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Moving elevator cabins sideways out of the lift shaft has
always presented numerous problems
Engagingdisengaging cabins from the track
Mechanical handling challenges noise reliability space
Horizontal accelerations for occupants
etc etc
ldquoSkytrakrdquo has a simple solution for this problem
Horizontal Transfer of Cabins ()
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Business Case ndash Office Tower Letrsquos say we have a 36 floor office building with up to 7500 occupants
including 4 trading floors requiring 27 lifts
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Business Case ndash Office Tower This is what the core might look like at the ground floor
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Business Case ndash Office Tower Suppose instead of the low
and high rise passenger lift cores
shown here we had just one lift
core serving all floors
It would be easier for
occupants to travel around the
building as therersquos no need to
transfer between lift groups
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Business Case ndash Office Tower Letrsquos say then that the low rise group of lifts shown in plan in the red
rectangle below were no longer required
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Low Rise Plan Area approx 160 sq m
Low rise occupies G and 22 floors above total 23 floors
Total Area Take 3680 sq m
VALUE OF SPACE RELEASED = 10055 x pound50 per sq ft
= pound909 per sq ft
= pound9774 per sq m (1 sq ft = 0093 sq m)
TOTAL VALUE OF SPACE RELEASED = pound36m Source Davis Langdon Cost Consultants
Business Case ndash Office Tower What would be the value of the space saved
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Nine Low Rise Lifts pound350k pound315m
Concrete Core Lift Shafts Pits Machine Room pound15m
Electrical and Mechanical Services pound350k
Fit Out of Low Rise Lift Lobbies pound500k
Plus save one high rise lift pound500k pound500k
TOTAL VALUE OF SAVINGS = pound6m
Business Case ndash Office Tower What additional savings do we gain from not building the low rise lift
core
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Summary of Business Case
Additional Value of Space pound36m
Savings Generated pound6m
The budget for the eight high rise lifts pound500k = pound4m
Take savings generated by not constructing the low rise lifts and place
into high rise vertical transportation solution
pound6m plus pound4m = pound10m (pound25m per updown system if four updown
systems can provide the requisite service)
If the new vertical transportation solution costs no more than two and a
half times the cost of the high rise lifts then the developer gets the pound36m
value ldquofor freerdquo
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Traffic Handling
Any new ldquouniversalrdquo vertical transportation system must meet or exceed all the accepted traffic handling design criteria that we would normally apply to Class A office buildings today
bull A ldquoqualityrdquo of service equivalent to average intervals of 25-30s meaning average waiting time of 18 to 23s
bull A ldquoquantityrdquo of service equivalent to 12 to 15 of building population during ldquoup peakrdquo 5-minutes
bull An ldquoaverage time to destinationrdquo of the order of 90s
bull Average waiting time lt40s in 2-way lunchtime traffic with 12 of building population being moved during ldquopeakrdquo 5-minutes
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Letrsquos look at our business case building again original design was this
Traffic Handling
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Proposed Design has eight lift shafts serving the entire building
Traffic Handling
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
The floors served are levels 5 to
36 ie 32 levels
The building population for
purposes of traffic calculations is
125 sq m per person The revised
design adds back 3680 sq m
giving a roughly uniform floor plate
with 159 persons per floor total
5088 persons
Traffic Handling
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Original design criteria for ldquoUp Peakrdquo
was 15 5-minute handling capacity
with an average waiting time of 25s
and cars loaded to 80 of design
loading ie 17 persons in a 21 person
capacity car
During ldquoup peakrdquo 5-minute period we
need to move 15 x 5088 persons =
763 persons Thatrsquos about 44 car
departures in the 5-minute period
Traffic Handling
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Of course in pure ldquoup peakrdquo the
down traffic handling capacity of the
system is unused
When lunchtime 2-way traffic is
introduced then the system will be
able to handle almost as many
people travelling ldquodownrdquo therefore
during such periods the handling
capacity is of the order of double a
conventional lift system and you can
travel from any floor to any floor
Traffic Handling
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Letrsquos make a simplistic decision that
the 32 floors to be served by the new
vertical transportation system is
divided into four subzones during the
morning ldquoup peakrdquo period each shown
coloured in the diagram opposite
Each pair of shafts will therefore need
to deliver 15 x 1272 persons the
ldquosub zonerdquo population or 191 persons
per 5 minutes
Traffic Handling
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
If we start by treating the performance of the individual car as being
similar to a gearless lift running at 25ms we might use the following
parameters for the purposes of a standard traffic calculation
Traffic Handling
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Doing this and looking at the performance of one lift serving the top
eight floors of the building we would find from so-called H and S
tables that the highest reversal floor would be 79 and the probable
number of stops 72 The following traffic calculation results would be
obtained for the ldquoround triprdquo of a single car travelling up the building
stopping and then returning to the main lobby
Traffic Handling
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
So now we know that one car in ldquoup peakrdquo would normally return to the
main floor lobby after around 212s however we need to allow for the
time of transferring the car from the ldquouprdquo to the ldquodownrdquo shaft and vice
versa Letrsquos assume this adds a total of 60 s to the ldquoround trip timerdquo
The adjusted ldquoround trip timerdquo would be of the order of 272s If we have
a 27s average headway (average interval) between cars departing in
each ldquouprdquo shaft this will produce the desired handling capacity of
30027 17 persons per car = 189 persons in 300s (5 minutes)
This would also imply a ten car system in each pair of lift shafts Four
cars travelling ldquoUprdquo four ldquoDownrdquo and two transferring between shafts
one at each terminal
By applying a ldquodestinationrdquo control system and refining the overall traffic
strategy it may be possible to reduce the number of stops round trip
time and the number of cars in each system
Traffic Handling
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
If we look at the average time to destination at around the mid-point of
the building we would have the following calculation
Non-stop trip to mid floor of office zone ie 90m above ground takes
42s Each floor stop will take 10s so after 4 stops we would have an
average time to destination of about 82s
Of course passengers travelling to the top of the building experience a
longer ATTD than passengers travelling to the lower floors but this is
normal in any building
By planning ahead of journeys and ldquodestinationrdquo control we may be
able to improve on this figure
It is clear that because of the huge handling capacity of the system in
2-way lunchtime traffic an average waiting time of 40s would easily be
met with 12 5-minute traffic
Traffic Handling
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Safety Requirements
Any new ldquouniversalrdquo vertical transportation system must meet or
exceed all the accepted safety standards that apply to placing lifts
into passenger service
Basically in Europe we would need an EC Type Examination
under the Lifts Directive
In the UK we have to refer to ldquoThe Lifts Regulations 1997rdquo and this
informs us in Schedule 5 B (Annex V to the Lifts Directive) how to
achieve EC type-examination of lifts
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
EC Type-Examination of Lifts
The process for doing this is in summary
A technical dossier must be submitted containing a general description manufacturing drawings test results etc
A model or prototype of the lift needs to be made available that serves at least three levels (top middle and bottom)
The model lift must comply with Schedule 1 ie Annex I of the Lifts Directive which contains the ldquoEssential Health and Safety Requirementsrdquo
A ldquoNotified Bodyrdquo must certify that a model lift satisfies the requirements of the Directive
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Essential Health amp Safety
Requirements
Below are listed some of the key requirements set out as 36 points
1 Conduct a design risk assessment (DRA)
2 Design and construct the lift taking account of the assessment
3 Car must offer space and strength to suit intended
loadpersons Rated load must be shown on a plate in the car
4 Allow for access and use by disabled persons
5 Means of support must ensure overall level of safety to
ldquominimise the risk of the car fallingrdquo
6 Minimum of two independent ropes or chains if used
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Essential Health amp Safety
Requirements (cont)
7 Lift must not start if overloaded
8 Lift must have an over-speed limitation device
9 ldquoFast liftsrdquo must have speed monitoring and speed-limiting
devices
10 All passenger lifts must have their own individual machinery
11 Lift machinery must not be accessible except for maintenance
and emergencies
12 Functions of all controls must be clearly indicated
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Essential Health amp Safety
Requirements (cont)
13 Electrical equipment must be installed and connected such that there can be no confusion with circuits which do not have any direct connection with the lift
14 Electrical equipment must be so installed and connected that movements of the lift are dependent on electrical safety devices in a separate electrical safety circuit
15 A fault in the electrical installation must not give rise to a ldquodangerous situationrdquo
16 The space in which the car travels must be inaccessible except for maintenance and emergencies When someone enters such space normal use of the lift must be stopped
17 The design must prevent the risk of crushing when the car is in one of its extreme positions The design must afford for refuge spaces to be available
18 Landing entrance doors must be of adequate mechanical resistance
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Essential Health amp Safety
Requirements (cont)
19 Starting movement of the car must be prevented unless all landing doors are shut and locked An interlocking device must prevent such movement during normal operation
20 An interlocking device must prevent during normal operation the opening of a landing door when the car is still moving and outside a prescribed landing zone
21 Lift cars must be completely enclosed by full-length walls and doors fitted floors and ceilings with the exception of ventilation apertures
22 The car doors must remain closed and interlocked if the lift stops between two levels if there is a risk of a fall
23 In the event of failure of power or any component the lift must have devices to prevent free fall or uncontrolled upward movement
24 The device preventing free fall must be independent of the means of suspension of the car
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Essential Health amp Safety
Requirements (cont)
25 The device must be able to stop the car at full rated load and at maximum speed Any stop caused by such device must not cause deceleration harmful to the occupants whatever the load condition
26 Buffers must be installed between the bottom of the shaft and the floor of the car but not if the car cannot enter the refuge space by reason of the design of the drive system
27 The lift must not be set in motion unless the devices preventing free fall or stopping the car at rated load and maximum speed are not in an operational position
28 The landing or car doors or both where motorised must be fitted with a device to prevent the risk of crushing when they are moving
29 Fire rating of landing doors must meet any fire rating required
30 Counterweights must be installed so as to avoid any risk of colliding with or falling on to the car
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Essential Health amp Safety
Requirements (cont)
31 Lifts must be fitted with means enabling passengers trapped in the car to be released
32 Cars must be fitted with a two-way means of communication
33 Lift car operation should shut down if the temperature in the machine room exceeds the maximum set by the installer
34 Cars must have sufficient ventilation for passengers in the event of a prolonged trapping
35 Cars need to be adequately lit when in use or the doors are opened there must also be emergency lighting
36 In the event of fire the control circuits of the lift must be designed to prevent the lift stopping at certain levels and allow for priority control of the lift by rescue teams
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Proposed Prototype Test Track for
Vertical and Circular Versions
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Human Comfort
Any new vertical transportation system must meet or exceed all the
accepted human comfort criteria that we would normally specify for a
conventional lift
These criteria include
1 Horizontal and Vertical Vibrations
2 In-Car Noise Levels
3 Acceleration Deceleration Rates
4 Jerk Rates
5 Emergency Retardation Rates
6 Stopping Levelling Accuracy
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Human Comfort (cont)
1a Horizontal Vibration = 15 milli g or less
(the side to side or back to front movement of the car)
1b Vertical Vibration = 15 milli g or less
2 In-Car Noise Levels = 50 dBA or less
(the noise level inside the car during all running conditions)
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Human Comfort (cont)
3 Acceleration Deceleration Rates
for Vertical Applications = 10 mss
(ie similar to conventional lift applications)
For curved trajectory the acceleration and deceleration rates might be
variable depending on the location of the car on the curve However it
should not exceed 10 mss
For example when the car is accelerating near the bottom of a curve
lateral acceleration will be experienced by the user in the car therefore
the acceleration rate should be reduced in order to minimise discomfort to
the user in the car
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Human Comfort (cont)
4 Jerk Rates = 15 msss
(ie similar to conventional lift systems)
5 Emergency Retardation Rates lt 098 mss
6 Stopping Levelling Accuracy = +- 5mm
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Summary of Human Comfort
Design Criteria
Meet all ldquonormalrdquo performance times eg
acceleration jerk and door operating times
Useful speed range 10 to 60 ms (300m in 60s)
Simple emergency egress when power lost
Smooth deceleration lt10g in emergency stop
Noise levels lt 50dBA in car and in lobbies
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
A Look at ldquoConventional Elevatoringrdquo Below is a plan at ground floor of conventional passenger lifts required
for a high rise office building
There are four groups of 6 passenger lifts 1600kg at speeds 25 to
60ms giving 15 5-minute handling capacity and an average interval of
30s At the main lobby the lift shafts and lobbies occupy 400 sq m
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
And what ldquoCircular Elevatoringrdquo
Alternatively one passenger lift 1600kg at 60ms appearing within
each of four shafts travelling ldquouprdquo with an average interval of 30s would
give the same service
At the main lobby we would have a revised footprint of lift shafts and
lobbies that looked like this
The 5th shaft shown in red is
for ldquodownrdquo travelling
passengers in ldquoup peakrdquo
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Might Look Like
The main lobby now has a footprint of lift shafts and lobbies that
would occupy about 80 sq m or 80 less than todayrsquos
ldquoconventionalrdquo lift solution
One of the many compelling arguments to adopt ldquoSkytrakrdquo and itrsquos
multi-car technology
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
A ldquoVisualisationrdquo of Skytrak
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
What happened in the past was either the project did not
proceed or the architect was constrained to use
Conventional Vertical Elevators (or possibly linear inclined)
There is a compelling argument and need for a new
ldquoUniversalrdquo form of vertical transportation capable of having
many cars travelling in the same shaft and being able to
negotiate away from the vertical
SUMMARY
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Skytrak Design Considerations Letrsquos reflect upon some of the basic design considerations concerning a
multicar rope-less lift system
Simple efficient and quick mechanism for moving lift cabins from UP
to DN and DN to UP at terminals
Secure wireless communication to transfer commands from main
control to moving lift cabins
Satisfactory means of dealing with trapped passengers in an
emergency
Failsafe brakes must now be carried on board
Increased structural loads will be applied to support track
Keep cars ldquoonrdquo tracks at all times
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Skytrak Design Considerations (cont)
Light weight materials to be used throughout
Cabins to be kept vertical when on curved trajectory
Ride quality like todayrsquos best passenger lifts
Lightest drive motor with the right characteristics
Satisfactory control of deceleration in the UP direction when emergency stopping occurs
Speed consistent with meeting ATTD criteria
Safety is paramount - all ESHRrsquos must be met
Minimise overall system cost
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
A Safety Expert
Will be required to
Be a Member of Design Development team
Identify and undertake risk analysis
Ensure EHSRrsquos are addressed in the design
Address the structural design elements
Compile the technical dossier
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
A Notified Body
Will be required to
Be a ldquoMemberrdquo of Design Team
Examine the EHSRrsquos
Review the Technical Dossier
Perform EC Type Examination
Allow CE Marking
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Quick Look at the Basic Physics
W = 1600kg W = 1600kg
L=1600kg L = 1600kg
Net Load = 800kg Dead Load = 3200kg
800kg 25ms 3200kg 25ms
800 981 25 = 196 kW 3200 981 25 = 785kW
Power requirement at least four times conventional lift
L W+ L
W + 12L
L W+
CONVENTIONAL
LIFT
ROPELESS
LIFT
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Countermeasures to Power Input To mitigate against the otherwise large power requirement we can
Arrange for a common dc power bus to feed both UP and DN
travelling lift cabins Energy from DN cars is fed back into the bus to
feed UP travelling cars as we use dc invertors
Maximum use of light weight components composites and alloys
Run system at lowest speed consistent with acceptable time to
destination
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Skytrak ndash Two Types of ldquoPrime Moverrdquo
Patents Pending
1 Low speed (up to 25 ms) rotational linear motor drive
2 High speed (up to 60 ms) linear motor drive
Skytrak ndash Four Important Inventions
1 Use of ldquoretarderrdquo to deal with passenger trapping
2 Emergency ldquoup stoppingrdquo solution for high speed
3 Gearless lantern pinion drive using circular linear motor
4 Terminal Switching of cars from ldquouprdquo to ldquodownrdquo shafts
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Linear Motor
Simple construction
Double sided to maximise output
Single winding embraces large
number of poles
Moving magnet weight 30kg per
metre
Stacked as three phase
Force output 5500 Newtons per
metre for three phases
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Linear Motor (cont)
A one metre unit length of linear motor with stator cross sectional
dimensions as shown can produce 1800 Newtons of thrust
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
PROTOTYPE
TESTING
Bench testing of a
moving magnet
section reacting with a
continuous stator
section has been
undertaken in
sufficient detail to
understand the thrust
output achievable
TEST ING OF MOTOR DRIVE OUTPUT
Linear Motor (cont)
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
ldquoLIVErdquo + DEAD LOAD = 3200kg (see earlier slide)
At this stage letrsquos be pessimistic about overall efficiency to allow for frictional
losses magnetic losses etc say 90 overall force required therefore
1009 (3200 981) = 34880 N
Plus force required for acceleration of 01g ie 0981 mss
01 981 3200 = 3139 N
OVERALL THRUST REQUIRED = 38019 N say 40000 N
With 5500 N of thrust per metre we would need 727m of motor on the car
Each 1m of moving magnet weighs 72kg the motor weighs 523kg
NB We get 76 N thrust for each kg of motor (continuously rated)
Linear Motor Thrust Requirement
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Using the Linear motor as a ldquoRetarderrdquo
The Triple Function of the Motor
1 Act as a generator when moving to ensure
the battery pack is continuously recharged
2 Act as a motor with sufficient force output
such that when emergency up stopping
occurs it will provide satisfactory
deceleration of the lift cabin in conjunction
with its power invertors and super
capacitor pack
3 Act as a retarder capable of supporting the
gross weight of the lift cabin and
controlling its descent at a slow speed lt
10 ms enabling the lift cabin to return
safely to floor level and discharge its
passengers
A prototype of the ldquotuned generatorrdquo
retarder under test is shown here which
provides 8000N retardation per metre
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
ldquoLIVErdquo + DEAD LOAD = 3200kg
Overall retardation force required say
3200 981 = 31392 N
With 8000N per metre of retardation available we need
31392 8000 metres of ldquoretarderrdquo section or
392m say 40m of retarder stator 33kg per metre = 132kg
Retardation Requirement
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Emergency Up-Stopping Invention
Design
Controlled deceleration when emergency stop occurs in the up direction
Sufficient energy must be stored rdquoon boardrdquo and available at the instant that
any emergency stop in the up direction occurs
The lift cabin must separate from the failsafe brake chassis in order to allow
the cabin to continue upwards decelerating at approximately 2 to 3mss
The storage element consists of a super capacitor module containing
sufficient energy to drive a 3200 kg car in the up direction for several seconds
depending on the speed
This energy to be delivered to the ldquoon boardrdquo retarder elements operating as
a motor using a light weight power electronic drive for a short time interval
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
TRACK AND MAIN DRIVE
Emergency Up-Stopping Principle
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
TRACK AND SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
UNDERSIDE OF SUB FRAME ASSEMBLY
Emergency Up-Stopping Principle
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
MAIN CHASSIS AND SUB FRAME ASSEMBLY
bull Light weight structure
bull 3m diameter drum ndash
shaped cabin
bull Low centre of gravity
bull Wound ldquoretarderrdquo stator sections
travel with car
bull Passenger entrapment negated
by returning car to nearest floor
below
Emergency Up-Stopping Principle
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
TRACK SUB FRAME ASSEMBLY AND BRAKES
bull Brakes normal stop
bull Twin magnet tracks
bull Retarders under car
bull Power for car
Emergency Up-Stopping Principle
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
OPERATION OF BRAKE
bull Stopping in down
direction
bull Retarders underneath
car negate passenger
entrapment by returning
car to low level
Emergency Up-Stopping Principle
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
OPERATION OF BRAKE IN UPWARD DIRECTION
bull Stopping in up direction
bull Unlatching of car
bull Stored energy gives 3s run on
for controlled deceleration
bull Retarders control descent back to
main drive assembly
bull Car can then return to nearest floor
Emergency Up-Stopping Principle
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Available Products
Sensitron to offer FOC drive with
firmware and software modified to
suit linear motor
Maximum drive efficiency
achieved in collaboration with
PIAK and CEDRAT
Experimental work to be carried
out on 5 metre test rig
Power Drives for Linear Motor
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Track
Design
Early high speed track
proposal
Ride quality to acceptable
standard
Same track for low speed and
high speed
Capable of being curved
Use of composite materials
Moulded to fit linear
motorsretarders
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Cabin Assembly
bull Composite materials
bull Seating standing
bull Battery pack
bull Capacitor pack
bull Overspeed monitoring
bull Inertia switch
bull Tilt switch
bull TEC air conditioning
bull Slewing and slip rings
bull Secure wi-fi data
bull Door operator
bull Load switch
bull Slip ring
bull Brakes
bull Cabin rotational drive
with particle coupling
Design (Total weight with rated load to be lt 3200kg)
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Skytrak ndash Cabin Weight Analysis 1597kg
Cabin Main Chassis 200kg Sub Frame Assembly 50kg
Car Doors Floor Seating etc 150kg Cabin External Enclosure 50kg
Motor 523kg Retarder 132kg
Slewing Ring 30kg Slip Ring 10kg
Brakes 140kg Logic Controller 10kg
Guide Wheels 100kg Door Operator 20kg
Wireless Communication 5kg Battery 60kg
Inertia Switch 1kg Lift Position Information 1kg
Capacitor Pack amp ldquoTuningrdquo 85kg Normally Closed Contactors 15kg
Load Switch 5kg Up Stopping Drive 10kg
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
CONVENTIONAL FIRE RATED LIFT ENTRANCES
Landing Entrances
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Traffic Control and Lobby Arrangements
Design
Destination Hall Call Control
Passenger journeys planned ahead and optimised
Car speeds modulated to control headway
ldquoUprdquo cars balanced with ldquoDownrdquo cars
Back to back redundant group control
Curved or circular tracksshafts are parallel
with typical layout shown below
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Three single phase linear motor
sections within a 1m diameter circle
Direct motor drive to lantern pinion at
less than 100 RPM for 25 ms
Avoids noisy gearing
Lightweight alloy housing
Pinion rods or track made of composite
materials
Two motors used to avoid any backlash
Combined force output on track 40000
Newtons Patent Pending
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Low speed motor magnetic
design by CEDRAT PIAK
Low speed motor
manufactured by
PHASEMOTION KEB
Power electronic drives
manufactured by TRIPHASE
PIAK ETEL SENSITRON
Lantern pinion materials to
be refined
Circular Linear Motor amp Lantern Pinion Slow Speed Drive (lt25ms)
Patent Pending
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Skytrak ndash Terminal ldquoSwitchesrdquo
Patent Pending
Minimum horizontal movement
Minimum transfer time
Cars remain ldquoonrdquo track
Simple pivot drive arrangement
Plan space of shafts = conventional 1600kg
capacity lifts with side counterweight
ldquoThroughrdquo car design utilised
No slip rings
PLAN VIEW SECTION VIEW
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
Skytrak ndash Terminal Parking andor Servicing Areas
Patent Pending
SECTION AT MACHINE ROOM LEVEL SECTION AT PIT LEVEL
ldquoLow Speedrdquo Skytrak ndash Simulation
ldquoLow Speedrdquo Skytrak ndash Simulation
