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Optimization of dynamic parameters for a traction-type passenger elevator

using a dynamic byte coding genetic algorithm

Article  in  ARCHIVE Proceedings of the Institution of Mechanical Engineers Part C Journal of Mechanical Engineering Science 1989-1996 (vols 203-210) · March 2009
DOI: 10.1243/09544062JMES1149

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 595

Optimization of dynamic parameters for a traction-type

passenger elevator using a dynamic byte coding
genetic algorithm
D Mei∗ , X Du, and Z Chen
Institute of Advanced Manufacturing Engineering, Zhejiang University, Hangzhou, People’s Republic of China

The manuscript was received on 21 April 2008 and was accepted after revision for publication on 28 July 2008.
DOI: 10.1243/09544062JMES1149

Abstract: To decrease the vibration and improve the dynamic performance of traction-type
passenger elevators, an accurate vertical dynamic model with nine degrees of freedom for a gear-
less 2 : 1 traction-type passenger elevator system is presented. Then, an optimization model of
dynamic parameters for this type of passenger elevator is proposed based on the dynamic model.
The optimization model takes the amplitude of vibration acceleration response of the elevator
cage as the objective function. Various exciting forces and various working conditions can be
considered by using corresponding weight coefficients in the objective function. To get higher
efficiency and stronger robustness of optimized value, a dynamic byte coding genetic algorithm
in solving the optimization model by combining the advantages of binary coding method with
dynamic parameter encoding method is proposed, and the optimal solution is verified by sen-
sitivity analysis. A practical engineering optimization for a 2 : 1 traction-type passenger elevator
system shows that the optimization model and method of dynamic parameters proposed in this
article are effective.

Keywords: traction-type elevator, ride quality, dynamic parameter optimization, dynamic byte
coding genetic algorithm, sensitivity verification

1 INTRODUCTION performances of high-speed elevators because of the

Elevators are the most commonly used mode of ver-
tical transportation in modern buildings with more
than three storeys. With the development of urban-
ization, elevators, especially traction-type passenger
elevators, have played an important role in human
life. More than a decade ago, it was estimated that
there were more than half a million passenger ele-
vators in the United States transporting people day
and night throughout the year [1]. The advent of high-
rise buildings in modern cities requires high-speed
elevator systems to provide quick access between
floors in buildings, but with the increase of run-
ning speed and travelling height, the vibration of
elevators become more and more serious. The con-
comitant excessive vibration and impact worsen the
∗ Corresponding author: Department of Mechanical Engineering,
Zhejiang University, 38 Zheda Road, Hangzhou, Zhejiang Province
310027, People’s Republic of China. email: medqmei@zju.edu.cn
additional dynamic load on its driving system. Addi-
tionally, the vibration and sound interfere with the
comfort and health of the human passengers [2].
Thus, suppressing the vibration and improving the
dynamic behaviour of elevator is a very important task.
A traction-type elevator is a complex multi-degree sys-
tem, which is shown in Fig. 1, comprised of cage,
frame, driving machine, counterweight, cable, ten-
sion system, and so on [3]. According to the ratio of
the guiding sheave’s tangential velocity to the veloc-
ity of the cage, the traction-type elevators can be
grouped into two general types: the first one is a 1 : 1
traction elevator that has one sheave and one pul-
ley and the second one is a 2 : 1 traction elevator
that has one sheave and three pulleys. The vertical
vibration of the 2 : 1 traction elevator is much more
easily induced than that of the 1 : 1 traction eleva-
tor, because the former one has more pulleys that
cause the cage vibration than the latter one. Thus,
the 2 : 1 traction-type elevator was chosen for the
examination.

JMES1149 © IMechE 2009 Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science
596 D Mei, X Du, and Z Chen
Fig. 1 Main components of a typical traction-type pas-
senger elevator [3]
To suppress the vibration and improve the dynamic
performance of traction-type passenger elevators, an
accurate vertical dynamic model with nine degrees of
freedom (nine-DOF) for a 2 : 1 traction-type passenger
elevator system is presented. Then, a new optimization
method of dynamic parameters for this traction-type
passenger elevator is proposed based on the dynamic
model. The optimization model is solved by a dynamic
byte coding genetic algorithm (GA), and the opti-
mal solution is also verified by sensitivity analysis. A
practical engineering optimization for a 2 : 1 traction
elevator system shows that the optimization model
and method of dynamic parameters proposed in this
article is effective.
2 OPTIMIZATION MODEL OF DYNAMIC
PARAMETERS FOR A TRACTION-TYPE
PASSENGER ELEVATOR
2.1 Vertical dynamic model of a 2 : 1 traction-type
passenger elevator
A traction-type passenger elevator is a complex system
containing both mechanical and electrical elements.
The dynamics of a 1 : 1 traction-type passenger ele-
vator has been analysed deeply in the past, and its
dynamical model was built by considering its major
DOF [4, 5]. However, so far, there have been a few
Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science
Fig. 2 Schematic diagram of a 2 : 1 traction-type passen-
ger elevator
studies on the dynamics of the 2 : 1 traction-type
passenger elevator. As a 2 : 1 traction-type passenger
elevator shown in Fig. 2, the mechanical part of the
system is made up of six major inertial elements: the
traction machine, counterweight sheave, car sheave,
frame, cage, and counterweight (m1 − m6 ). There are
nine major DOF in this system: rotation of the traction
machine, counterweight sheave, car sheave (θ1 − θ3 ),
translation of the traction machine, counterweight
sheave, car sheave, frame, cage, and counterweight
(x1 − x6 ).
Based on the above configuration, a nine-DOF ver-
tical dynamic model for a 2 : 1 traction-type passenger
elevator can be built as shown in Fig. 3. I1 − I3 and
r1 − r3 , respectively, denote the rotary inertia and the
radius of the driving sheave, counterweight sheave,
and car sheave; k0 and c0 denote the stiffness and
damping of the rubber under the traction machine; k1
and c1 the stiffness and damping of the driving rope
segments connected with counterweight sheave; k2
and c2 the stiffness and damping of the driving rope
segments connected with car sheave; k3 and c3 the
stiffness and damping of the thimble rod spring; k4
and c4 the stiffness and damping of the car spring; k5
and c5 the stiffness and damping of the rubber under
the cage; and k6 and c6 the stiffness and damping of
counterweight spring.
According to Lagrange’s equation, a nine-DOF ver-
tical dynamic model for a 2 : 1 traction-type passenger
elevator can be established as
M · ẍ + C · ẋ + K · x = q (1)
JMES1149 © IMechE 2009
 Dynamic parameters for a traction-type passenger elevator 597

where x is the system displacement vector, x = [x1 , x2 , M, C, and K are the system mass, damping, and
x3 , x4 , x5 , x6 , θ1 , θ2 , θ3 ]T , q the system loading vector, and stiffness matrices, respectively, given by

M = diag[m1 , m2 , m3 , m4 , m5 , m6 , I1 , I2 , I3 ]
⎡ ⎤
c0 + c 1 + c 2 −c1 −c2 0 0 0 (c1 − c2 )r1 c 1 r2 −c2 r3
⎢ c1 + ce1 + c6 0 0 0 −c6 −c1 r1 (−c1 + ce1 )r2 0 ⎥
⎢ c 2 + ce2 + c4 −c4 (c2 − ce2 )r3 ⎥
⎢ 0 0 c1 r1 0 ⎥
⎢ c4 + c5 −c5 ⎥
⎢ 0 0 0 0 ⎥
⎢ c5 0 0 0 0 ⎥
C=⎢ ⎥
⎢ Symmetry c6 0 0 0 ⎥
⎢ ⎥
⎢ (c1 + c2 )r12 + ct c1 r 1 r 2 c 2 r1 r3 ⎥
⎢ ⎥
⎣ (c1 + ce1 )r22 0 ⎦
(c2 + ce2 )r32
⎡ ⎤
k 0 + k1 + k2 −k1 −k2 0 0 0 (k1 − k2 )r1 k1 r2 −k2 r3
⎢ k1 + ke1 + k6 0 0 0 −k6 −k1 r1 (−k1 + ke1 )r2 0 ⎥
⎢ k2 + ke2 + k4 −k4 (k2 − ke2 )r3⎥
⎢ 0 0 k2 r1 0 ⎥
⎢ k4 + k5 −k5 ⎥
⎢ 0 0 0 0 ⎥
⎢ k5 0 0 0 0 ⎥
K=⎢ ⎥
⎢ Symmetry k6 0 0 0 ⎥
⎢ ⎥
⎢ (k1 + k2 )r12 + kt k1 r1 r2 k 2 r1 r3 ⎥
⎢ ⎥
⎣ (k1 + ke1 )r22 0 ⎦
(k2 + ke2 )r32

where ke1 = (k1 k3 )/(k1 + k3 ), ce1 = (c1 c3 )/(c1 + c3 ),
ke2 = (k2 k3 )/(k2 + k3 ), ce2 = (c2 c3 )/(c2 + c3 ), and kt and
ct , respectively, denote the rotational stiffness and
rotation damping of the driving sheave.
Fig. 3 A nine-DOF vertical dynamic model for a 2 : 1
traction-type passenger elevator
JMES1149 © IMechE 2009
2.2 Optimization model of dynamic parameters
for a 2 : 1 traction-type passenger elevator with
multiple exciting forces
Several significant factors that contribute to the ride
quality of a traction-type passenger elevator can
be sorted mainly into functional parameters, noise
parameters, and flexible dynamic parameters [6].
Compared with other parameters, flexible dynamic
parameters contribute much more to its dynamic
performance and ride quality. They can be changed
in a large range to modify the dynamic characteris-
tics of an elevator system. These parameters include
the stiffness and damping of the rubber under trac-
tion machine and cage, the thimble rod spring, the
car spring, and so on. They may be continuous or
discrete according to practical design requirements.
Thus, the flexible dynamic parameters can be chosen
as the design variables for the optimization of dynamic
performance for a 2 : 1 traction-type passenger
elevator.
Due to the harmonic property of exciting forces of
vertical vibration mostly generated by the asymme-
try of the driving sheave, guide sheave, counterweight
sheave, and so on, the vibration response of the cage
is strongly harmonic, which is obvious in practical
measurements. Otherwise, vibration acceleration is
generally adopted as the criterion for evaluating the
dynamic behaviour of elevator products. Therefore,
the amplitude of the vibration acceleration response
is appropriate to be selected as the objective function
of the optimization of dynamic parameters for a 2 : 1
traction-type passenger elevator.
Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science
598 D Mei, X Du, and Z Chen

Based on equation (1), the optimization model of ±10 per cent range to evaluate the deviation of the
dynamic parameters for a 2 : 1 traction-type passenger objective function. The final optimal solution should
elevator with single exciting force can be established have small response amplitude, be insensitive to every
as design variable’s small change, and can satisfy any
practical requirements.
min RSI (u, q) u = {u1 , u2 , . . . , un }T
s.t. ui ∈ {ui,1 , ui,2 , . . . , ui,ki } i = 1, 2, . . . , n1 (2) 3 OPTIMIZATION METHOD USING DYNAMIC
uj,min  uj  uj,max j = n1 + 1, . . . , n BYTE CODING GA

where RSI (u, q) is the optimization object, and the 3.1 Dynamic byte coding GA
subscript ‘SI’ the amplitude of vibration acceleration
GA, first proposed by Holland [7], is a stochas-
response of the elevator cage excited with a single
tic searching algorithm based on Darwinian models
exciting force; q is the exciting forces vector, in which
of natural selection and evolution. The algorithm
only one element is non-zero; u = {u1 , u2 , . . . , un }T the
encodes a potential solution to a specific problem on a
design variables (flexible dynamic parameters) vec-
simple genome-like data structure and applies recom-
tor, the first n1 components of which are discrete
bination operators to these structures so as to preserve
variables, and the others are continuous variables;
critical information. The operators mainly include
{ui,1 , ui,2 , . . . , ui,ki } is a set composed of ki optional val-
selection, crossover, and mutation, which are called
ues of the discrete variable ui ; and uj,min and uj,max the
as genetic operators. By simulating the processes
lower and upper limits of the continuous variable uj .
of natural selection and mutation in the biological
In practice, several exciting forces usually have sig-
evolution, GA provides a new thought for optimiz-
nificant effect on the vibration of elevator cage, and
ing large-scale and complex real-world problems that
the frequencies of them are distinct from each other. In
are difficult for traditional mathematical method to
these cases, equation 2 cannot precisely describe the
solve [8].
dynamic behaviour of traction-type elevators. Thus,
Encoding is a primary issue in GA. The choice of
the weighted root-mean-square value of all the ampli-
encoding method determines not only the genome
tudes of vibration acceleration response of each single
form of individuals, but also the transformation of
force is taken as the optimization object, and the
individuals from genotype in the search space to
optimization model of dynamic parameters with mul-
representation code in the solution space. It also deter-
tiple exciting forces for a 2 : 1 traction-type passenger
mines the genetic operations of the GA population
elevator can be established as
and the efficiency of GA to a great extent. At present,

there are mainly four types of encoding mechanisms:
min RMU = [wfi Rf2i ,SI (u, q fi )], binary coding, Gray coding, floating-point encoding,
and dynamic parameter encoding [9, 10]. However,
u = {u1 , u2 , . . . , un }T these encoding methods have their own merits and
s.t. ui ∈ {ui,1 , ui,2 , . . . , ui,ki } i = 1, 2, . . . , n1 (3) demerits, such as Hamming cliffs in binary coding and
low global search ability in floating-point encoding.
uj,min  uj  uj,max j = n1 + 1, . . . , n
Therefore, each of them has limited scope of applica-
tion. To get higher efficiency and stronger robustness
where RMU is the optimization object, the subscript
of optimized value, a new encoding GA optimiza-
‘MU’ the equivalent amplitude of vibration acceler-
tion method (dynamic byte coding GA) was proposed
ation response of elevator cage excited by multiple
in this research, which combines the advantages of
forces, wfi the weight coefficient of the exciting force fi ,
binary coding method and dynamic parameter encod-
Rfi ,SI the amplitude of vibration acceleration response
ing method.
of the exciting force fi , and in exciting forces vector q fi ,
Binary coding method has strong global search abil-
only the exciting force fi is non-zero.
ity, high efficiency, and strong robustness of optimized
Taking advantage of some numerical methods, the
value, whereas dynamic parameter encoding method
optimization model of dynamic parameters in equa-
has good local constringency. Dynamic byte coding
tions 2 or 3 can be solved. However, it is impossible
GA is based on the combination of these two encod-
to adjust the practical dynamic parameters that are
ing methods and its basic mechanism is introduced as
precisely equal to the optimal results. For a feasible
follows.
solution, the objective function should be insensi-
tive to each design variable’s deviation in a small 1. Each design variable is represented by an unsigned
scope, so that it can be verified by sensitivity analy- byte integer (eight bits), whether it is a discrete
sis. In this research, after a series of optimal solutions variable or a continuous one. This representation
were searched, their sensitivity analyses were also con- is another kind of binary coding method, which
ducted by letting every design variable change in a essentially adopts an eight-bit integer to represent

Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science JMES1149 © IMechE 2009
 Dynamic parameters for a traction-type passenger elevator
the gene since the gene with such coding length
has high convergent precision compared to that in
dynamic parameter encoding [11].
2. With unsigned byte genetic representations, the
crossover operator and mutation operator are
implemented by the rule of logic operation bit by
bit. Therefore, the efficiency is higher than that
of normal binary coding method that uses single
integer to represent the gene.
3. Adjustment strategy of search space: the continuous
evolution of GA population will drive the popula-
tion close to maturation. To improve the convergent
precision, the search space of parameters should be
adjusted. As for unsigned byte integer encoding, the
decoding method of single gene is given by
g ·h
y =o+ (4)
255
where y denotes the parameter in the search space,
g the gene parameter corresponding to the param-
eter y, o the minimum value of the search space of
the parameter, and h the range of the search space.
The search space of each parameter may resize
based on the solution, which has the maximum fit-
ness in the asymptotically mature population and
is set as the centre of the new search space. When
the offset distance of one parameter relative to
the current range centre is estimated, its search
region can be adjusted dynamically according to
the magnitude of the distance. The offset distance is
defined as
d = |g − 127.5| (5)
and the calculation of the new search space is
described as
 value.
αhc
o = max ymin , y −
2 initial population are generated at random. Each indi-
 vidual’s fitness is calculated according to the selected
αhc
h = min y + , ymax − o (6)
2 Step 3: resize. If the population is close to mature,
where ymin and ymax are assumed to be the minimum
and maximum value of the original search space of
the parameter, respectively, hc the range of the cur-
rent search space, and α the adjustment coefficient
that is defined as
 Step 6: mutation. Some digits of certain individuals in
1.1d
α =1+ − 0.9 · rand(0.9, 1.1) (7)
127.5
where the function rand(0.9, 1.1) will return a
random number between 0.9 and 1.1.
4. The judgment of the population maturity: the judg-
ment of the population maturity and the dynamical
JMES1149 © IMechE 2009
599
adjustment of the search space are critical in
dynamic parameter encoding. Whitley et al. [12]
have proposed a method to judge the population
maturity according to the average number of dif-
ferent genes in all individuals, which is obtained
by comparing the genome between two individ-
uals and counting the amount of different genes
they have. If the average number is smaller than
a certain threshold value, the population should
be considered mature and the search space of
the design variable should be adjusted. However,
it will take much computing time to judge the
population maturity. Suppose there are n indi-
viduals in the population, each individual has b
genes (design variables) and each gene is rep-
resented by a p-bit string, then the total logic
operation time for the judgment of the population
maturity is n(n − 1)bp/2. For unsigned byte inte-
ger encoding, there are 256 × 256 = 65 536 kinds
of possible combinations. It is applicable to build-
up a look-up table before the iterative evolution
of the population for the comparison of genes.
In this way, the computing time will decrease
remarkably.
3.2 Procedures to solve the optimization model of
dynamic parameters
Using dynamic byte encoding GA, the optimiza-
tion model of the elevator’s dynamic parameters for
traction-type elevator in equations 2 or 3 can be
solved; its flow chart is shown in Fig. 4 and its detailed
solving procedures are as follows.
Step 1: preparation. Initialize the search space of
each parameter. Establish a look-up table for gene
comparison and the globally optimum fitness is
set as a negative with sufficiently large absolute
Step 2: initialization and evaluation. N individuals of
cost function.
resize the search space and generate new population
at random. Then, the evaluation is executed again.
Step 4: selection. The individual with high fitness has
more chance to be selected.
Step 5: crossover. Each selected individual does
crossover operation.
population mutate by adding a Gaussian stochastic
variable.
Step 7 : evaluation. Each individual’s fitness is calcu-
lated and compared to convergence criteria of the
optimization. If the convergence criteria are satisfied,
then stop the iterative process. Otherwise, go to Step3.
Step 8: end of optimization process.
Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science
600 D Mei, X Du, and Z Chen
Fig. 4 Flow chart of dynamic byte coding GA
Besides the operations of dynamic byte cod-
ing method discussed above, there are some other
important concerns when solving the optimization
model of dynamic parameters for traction-type pas-
senger elevator as follows.
1. Decoding of the parameter: use equation (4) to
decode the continuous parameters. However, the
minimum value of the initial search space is zero for
the discrete parameter and the range of the search
space is 1.0. During iterative evolution the search
space of discrete parameters holds the line. Let
there be z optional values in the definition domain
of a certain discrete parameter, so that its decoding
is specified by
3. Evaluation of the population: the evaluation of the
population mainly includes the following:
(a) the design parameters obtained by decod-
ing each individual are used for harmonic
response analysis of the elevator’s vertical
vibration. The individual fitness is calculated
according to the magnitude of the harmonic
response;
(b) make a descending index of the individual
fitness of the population;
(c) if the fitness of the optimum individual in the
current population exceeds the fitness of the
globally optimum individual, the latter will be
substituted by this individual;
(d) do the judgment of the population maturity.
4. Genetic operators: selection operator may follow
the sequencing selection method presented by
Back [13], which can effectively avoid the prema-
turity of the population. Combination of inter-
gene crossover with innergene crossover is intro-
duced as crossover operator. In mutation oper-
ator, a certain bit in one gene of one indi-
vidual is selected randomly to switch between
0 and 1.
5. Diagnosis of over regulating the search space: over-
regulation is inevitable for dynamic parameter
encoding. If the population has been asymptot-
ically matured for nover times and the maximum
individual fitness is lower than the maximum one
in the last asymptotic maturation time, overreg-
ulation of the search space is confirmed. Then,
the original search space is set as the current
search space, the globally optimum individual
is set as the current optimum individual, and
the search space is resized again according to
equations (6) and (7). New population is gen-
erated at random to begin the next iteration of
evolution.
6. Convergence criteria: if the population has been
asymptotically matured for nconvergent times and
the maximum individual fitness is lower than the
globally optimum individual fitness, the iteration
is halted and the optimized solution is obtained.
The same result can be achieved when the overall
iteration times reach N .


g z 
d
yd = P (int)
255.0
where yd denotes the discrete parameter, gd the
gene integer representation corresponding to the
discrete parameter yd , and P an array represent-
ing the definition domain of the discrete parameter,
which has z elements.
2. Design of the fitness function: directly take the
inverse value of the objective function as the fitness
function.
Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science
(8)
4 AN APPLICATION EXAMPLE
The optimization model of dynamic parameters for
traction-type passenger elevator and optimization
method by using dynamic byte coding GA pro-
posed in this article has been applied success-
fully in some practical engineering problems. To
demonstrate the effectiveness, an application exam-
ple that was finished in 2004 can be introduced as
follows.
JMES1149 © IMechE 2009
 Dynamic parameters for a traction-type passenger elevator 601

4.1 Problem description 4.2 Optimization model

A gearless 2 : 1 traction-type passenger elevator serving According to equation (3), by taking the working con-
in a grand building had a serious vibration problem. ditions of different location in the hoistway and the
Figure 5 shows the practical measurements of vibra- different load of the cage (total weight of people in
tion acceleration of the elevator car finished with the cage) into consideration, an optimization model
PMT [14]. In working condition of no load, the peak– of dynamic parameters for the 2 : 1 traction-type pas-
peak value of vertical (Z -direction) vibration acceler- senger elevator can be established as
ation of the elevator car was up to 4.45 × 10−1 m/s2
(44.5 mg), and the A95 [15] value was up to
3.96 × 10−1 m/s2 (39.6 mg), as shown in Fig. 5(a). ⎡ ⎛  ⎞⎤
 5
Through fast Fourier transform (FFT) analysis of the
3
3   
min RMU = ⎣w1k ⎝waj  wfi Rf2i ,SI (u, q fi ) ⎠⎦
serious-vibration section A of vibration acceleration in
k=1 j=1 i=1
Z -direction, the maximum peak value is up to 1.007 ×
10−1 m/s2 (10.07 mg) at 2.5 Hz, as shown in Fig. 5(b). u = {u1 , u2 , . . . , u5 }T (9a)
To decrease the vibration and improve the dynamic
performance of this elevator that was in severe vibra- s.t. u1 ∈ {7.105 × 106 , 2.82 × 107 }
tion conditions, the optimization of dynamic param-
u2 ∈ {1.1869 × 105 , 2.12 × 105 , 6.2196 × 105 }
eters for it was conducted by using a dynamic byte
coding GA. 1.0 × 106  u3  2.0 × 107

Fig. 5 Practical measurements of the elevator before optimization: (a) measurements of

Z -direction vibration acceleration before optimization, (b) FFT of Z -direction vibration
acceleration (section A) before optimization
JMES1149 © IMechE 2009 Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science
602 D Mei, X Du, and Z Chen

Table 1 Weights of different working conditions Table 3 Optimal solution of dynamic parameters

Item Working condition Weight u3 u4 u5 RMU

No. u1 u2 (107 N/m) (106 N/m) (106 N/m) (mm/s2 )
No load 0.40
Wl Half load 0.40 1 2 3 2.00 1.17 1.22 12.40
Full load 0.20 2 2 3 1.94 1.48 1.18 12.80
Bottom 0.35 3 2 3 2.00 1.16 1.23 12.40
Wa Centre 0.45 4 2 3 1.84 1.10 1.18 12.50
Top 0.20 5 2 3 2.00 1.16 1.23 12.40
6 2 3 2.00 1.16 1.23 12.40
7 2 2 2.00 1.60 1.21 13.05
8 2 3 2.00 1.16 1.23 12.40
Table 2 Vertical harmonic exciting forces 9 2 3 2.00 1.16 1.23 12.40
10 2 2 2.00 1.61 1.20 13.05
Frequency
Exciting source wf Amplitude (Hz)

Driving sheave asymmetry 0.35 2350 N 2.50

Guide sheave asymmetry 0.1 500 N 3.21
Car sheave asymmetry 0.2 2470 N 1.01
Counterweight sheave 0.05 1940 N 1.01
asymmetry
Torque ripple 0.30 62 N m 2.50

4.0 × 105  u4  2.0 × 106

4.0 × 106  u5  1.0 × 105
(9b)

where the five design variables u1 , u2 , u3 , u4 , and u5 are

the stiffness of the rubber under traction machine, a
single thimble rod spring, the rubber under cage, the
car spring, and the counterweight spring, respectively.
The units of them are uniformly N/m. wl , wa , and wf
are the weight of load, location, and exciting force of
the elevator, respectively. Values of wl and wa are listed
in Table 1. Values of wf and the properties of harmonic
exciting forces of this elevator are listed in Table 2.
4.3 Optimal solution and its verification by
sensitivity analysis
The optimization model shown in equations (9a)
and (9b) has been solved ten times by using the
dynamic byte coding GA, and its optimal solutions
are listed in Table 3. The figures in u1 and u2 col-
umn denote the index of discrete variable u1 and u2
in the set of {ui,1 , ui,2 , . . . , ui,ki }. After the general obser-
vation of ten optimal solutions, the conclusion can
be observed in which all the optimal solutions are
closely equal to u = {2.82 × 107 , 6.2196 × 107 , 2.00 ×
107 , 1.16 × 106 , 1.23 × 106 }T .
The optimal object is 12.40 mm/s2 , which is much
less than 72.61 mm/s2 – the result calculated with the
original parameters. This solution can be verified by
sensitivity analysis, as shown in Fig. 6, and the result
shows that the objective function is insensitive to each
design variable’s deviation in a ±10 per cent range at
optimal solution. Thus, the optimal solution gained is
proper and practical.
Fig. 6 Sensitivity analysis of the optimal solution
4.4 Modification with optimal parameters
After the modification of this elevator with the optimal
parameters, the measurements of Z -direction vibra-
tion acceleration of this elevator show the fine effect
of optimization, as shown in Fig. 7. The peak–peak
value of Z -direction vibration acceleration of eleva-
tor car was decreased from 4.45 × 10−1 m/s2 (44.5 mg)
to 1.55 × 10−1 m/s2 (15.5 mg), and the A95 value was
decreased from 3.96 × 10−1 m/s2 (39.6 mg) to 8.2 ×
10−2 m/s2 (8.2 mg), as shown in Fig. 7(a). Through FFT
analysis of the serious-vibration section B of vibra-
tion acceleration in Z -direction, the maximum peak
value at 2.5 Hz has disappeared, as shown in Fig. 7(b).
Compared with the result before optimization, the ride
quality of this elevator has been improved remarkably
after optimization and modification.
4.5 Discussion of the difference between the
theoretical result and testing result
In the theoretical calculation process, some parame-
ters are very difficult to be measured precisely, such
as stiffness, damping, exciting forces, and so on.
Therefore, these dynamic parameters can be eval-
uated approximately, and sometimes there is a big

Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science JMES1149 © IMechE 2009
 Dynamic parameters for a traction-type passenger elevator 603

Fig. 7 Practical measurements of the elevator after optimization: (a) measurements of Z -direction
vibration acceleration after optimization, (b) FFT of Z -direction vibration acceleration
(section B) after optimization

difference between theoretical value and practical
value. Otherwise, in the modelling process, although
most components and elements of the traction-type
passenger elevator have been considered, some com-
ponents and elements are still simplified or neglected
since a traction-type passenger elevator is a very
complex system containing both mechanical and elec-
trical elements. Another very important reason is the
installation of the elevator system; in some cases, the
dynamic behaviour of some same type elevators are
very different, but the installation errors of the eleva-
tor system are also difficult to be described precisely
in the modelling process. Due to the above causes, the
theoretical optimal result of the vibration response,
12.40 mm/s2 , is substantially different from the testing
result, 1.55 × 10−1 m/s2 .
On the contrary, in this research, actually the
difference between theoretical and testing results
is not very pivotal because both can, respectively,
validate the optimization model and method of
dynamic parameters proposed in this article. As for
the theoretical calculation result, the theoretical opti-
mal result of the vibration response is 12.40 mm/s2 ,
which is much less than 72.61 mm/s2 – the result
calculated with the original parameters. As for the test-
ing result, the peak–peak value of vertical vibration
acceleration of elevator car was decreased from 4.45 ×
10−1 to 1.55 × 10−1 m/s2 after optimization. Therefore,
both the theoretical result and testing result show
that the optimization model and method of dynamic
parameters proposed in this article are effective.
5 CONCLUSIONS
To suppress the vibration and improve the dynamic
performance of traction-type passenger elevators,
an accurate vertical dynamic model with nine-DOF

JMES1149 © IMechE 2009 Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science
604 D Mei, X Du, and Z Chen
for a 2 : 1 traction-type passenger elevator system
is presented. Then, a new optimization model of
dynamic parameters for this type of passenger ele-
vator is proposed based on the dynamic model. The
optimization model takes the amplitude of vibra-
tion acceleration response of the elevator cage as an
objective function.Various exciting forces and working
conditions can be considered by using correspond-
ing weight coefficients in objective function. To get
higher efficiency and stronger robustness of opti-
mized value, a dynamic byte coding GA was proposed
in solving the optimization model by combining the
advantages of binary coding method with dynamic
parameter encoding method, and the optimal solution
is also verified by sensitivity analysis. The optimiza-
tion model and method was used in a gearless 2:1
traction-type passenger elevator system that was in
severe vibration condition. After optimization and
modification, the peak–peak value of vertical vibra-
tion acceleration of the elevator car was decreased
from 4.45 × 10−1 to 1.55 × 10−1 m/s2 , and the A95 value
was decreased from 3.96 × 10−1 to 8.2 × 10−2 m/s2 .
The application example shows that the optimization
model and method of dynamic parameters proposed
in this article is effective.
Although the optimization model of dynamic
parameters for a 2 : 1 traction-type passenger eleva-
tor and optimization method by using dynamic byte
coding GA proposed in this article have been applied
successfully in some practical engineering problems,
some relevant research work still needs to be inves-
tigated in the future. First, considering more compo-
nents and elements, a more accurate dynamic model
for a 2 : 1 traction-type passenger elevator system
needs to be investigated. Second, other than consider-
ing the vibration in the vertical direction, the dynamic
modelling in the horizontal direction also should be
considered. Finally, the measuring technologies for
some dynamics parameters, which are very difficult to
be measured precisely need to be investigated in the
future such as the stiffness, damping, exciting force,
and so on, since the measuring errors of these parame-
ters will directly determine the result of the simulation
of the dynamic behaviour for the elevator system.
ACKNOWLEDGEMENTS
This research work was supported by National Natu-
ral Science Foundation of China (Grant No. 50775203)
and Science and Technology Key Special Program of
Zhejiang Province (Grant No. 2006C11251).
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APPENDIX
Notation
B the number of genes in each
individuals
C damping (N s/m)
ct rotation damping (N s m)
C system damping matrix
D offset distance
G the gene parameter corresponding to
the parameter y
hc the range of the current search space
H the range of the search space
I rotary inertia (kg m2 )
K stiffness (N/m)
kt rotation stiffness (N m)
K system stiffness matrix
m mass (kg)
JMES1149 © IMechE 2009
 Dynamic parameters for a traction-type passenger elevator 605

M system mass matrix z the number of the elements in the

n the number of individuals in the definition domain of yd
population
α adjustment coefficient
n1 the number of discrete design
θ angular displacement (rad)
variables
N individuals of initial population
o the minimum value of the search Subscripts
space
a location of the elevator
p the number of bit for each gene
convergent the iteration process is
P an array representing the definition
convergent
domain of the discrete parameter yd
d discrete variable
q system exciting force vector
f exciting force of the elevator
r radius (m)
ki the number of optional values of the
R optimization object function discrete variable
u design variable l load of the elevator
u design variable vector max upper limit
w weight coefficient min lower limit
x linear displacement (m) MU multiple exciting forces
X system displacement vector over the search space is over regulated
y the parameter in the search space SI single exciting force

JMES1149 © IMechE 2009 Proc. IMechE Vol. 223 Part C: J. Mechanical Engineering Science

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