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ASOSSA UNIVERSTY

MECHANICAL ENGINERING 2017

ASSOSA UNIVERSITY
FACULITY OF ENGINEERING AND TECHNOLOGY
DEPARTEMENT OF MECHANICAL ENGINEERING

Hosting Company: Ethiopian Airport Enterprise

Internship projects
Duration of Internship: February 15/2016-June 15/2016

Prepared By
- G/MICAL KASSA
- GETACHEW DIRESSIE
- LIKEMOCASE ABERA
ASOSSA UNIVERSTY
MECHANICAL ENGINERING 2017
ASOSSA UNIVERSTY
MECHANICAL ENGINERING 2017

ACKNOWLEDGMENT
First of fall our deepest thanks goes to our GOD which helps us to finish this report and projects with
no difficulties. The internship opportunity we had with Ethiopian airport enterprise was a great
chance for learning and professional development. Therefore we consider our self as a very lucky
individual as we were provided with in an opportunity to be a part of it. we great full for having a
chance to meet so many wonder full people and professionals who lead me through this internship
period.

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BY:- ABEL.G & RAHEL.C
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MECHANICAL ENGINERING 2017

ABSTRACT
This project is on designing hydraulic elevator. Hydraulic elevator systems lift a car using a hydraulic
ram, a fluid-driven piston mounted inside a cylinder. Hydraulic lifts work by the action of a pumped
fluid, normally oil. Within a cylinder driving a piston which-is attached to the lift car. The hydraulic
lift is used in applications where the maximum travel distance is about 20m, The maximum traveling
speed of commercially available hydraulic lifts is limited to about 0.75m/s, This type of lift is suited
to low intensity usage and is limited to around a maximum of 50 Starts per hour and The hydraulic
lift has the advantage of lower capital cost when compared with a traction lift.

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ASOSSA UNIVERSTY
MECHANICAL ENGINERING 2017

Table of Contents
ACKNOWLEDGMENT ........................................................................................................................................i
ABSTRACT .......................................................................................................................................................... ii
CHAPTER ONE ........................................................................................................................................................1
1. INTRODUCTION.............................................................................................................................................1
1.1 OVER VIEW ..............................................................................................................................................1
Traction Elevators Disadvantages:.................................................................................................................2
CHAPTER TWO .......................................................................................................................................................4
2. LITERATURE REVIEW ......................................................................................................................................4
2.1 OVER VIEW ..............................................................................................................................................4
CHAPTER THREE.................................................................................................................................................. 16
3. MATERIALS AND METHODS ........................................................................................................................ 16
3.1 MATERIAL SELECTION ........................................................................................................................... 16
Fig:- 3.1 hydraulic cylinder.................................................................................................................................. 16
Fig:- 3.2 Elevator car. .......................................................................................................................................... 17
Fig 3.3:- Roller ..................................................................................................................................................... 17
Fig 3.4:- Oil tank or reservoir .............................................................................................................................. 18
Fig 3.5:- Elevator car floor. ................................................................................................................................. 18
CHAPTER FOURE ................................................................................................................................................. 21
4. DESIGN AND ANALAYISIS ............................................................................................................................ 21
4.1 Design of hydraulic cylinder ................................................................................................................. 21
Fig 4.1:- Telescopic cylinder. ............................................................................................................................... 22
Figure 4.2 :- the sectional view of telescopic cylinder ....................................................................................... 22
Fig 4.3:- Turning moment based on class ........................................................................................................... 24
CHAPTER FIVE ..................................................................................................................................................... 32
5. CONCULISSION AND RECOMANDATION .................................................................................................... 32
6. REFERANCES .................................................................................................................................................. 33

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BY:- ABEL.G & RAHEL.C
ASOSSA UNIVERSTY
MECHANICAL ENGINERING 2017

Figure 2.1: Steam driven elevator in the 1800s.....................................................................................................5


Figure (2.2) shows an elevator in the 1900s (2). ...................................................................................................6
Figure 2.3: Elevators today. ...................................................................................................................................6
Fig 2.4:- Hydraulic elevator. ...................................................................................................................................7
Fig 2.5:- Roped elevator. .......................................................................................................................................9
Fig 2.6:- A governor design ................................................................................................................................. 12
Fig 2.7:- Brakes system ....................................................................................................................................... 13
Fig 2.8:- hydraulic elevator project. ................................................................................................................... 13
Fig 2.9:- Principle of hydraulic elevator. ............................................................................................................. 15

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BY:- ABEL.G & RAHEL.C
ASOSSA UNIVERSTY
MECHANICAL ENGINERING 2017

CHAPTER ONE

1. INTRODUCTION

1.1 OVER VIEW


An elevator is a platform, either open or enclosed, used for lifting people or freight to upper floors
within a building. Elevators are a standard part of any tall commercial or residential building.

Manually operated elevators were used for lifting freight in warehouses and manufacturing plants as
early as the 1600s. The modern elevator is a direct descendant of a design first shown by Elisha G.
Otis at the New York World's Fair in 1853.s

A notable feature of the Otis elevator, and the principal reason for its popular acceptance, was a
safety device that immediately engaged and held the elevator in the event the hoisting cables broke.
The first elevators were operated by steam power to turn the cable drums. In the 1800s, the first
hydraulic elevators were introduced using water pressure as the source of power. At first the
hydraulic rams were one-piece, which meant a hole had to be dug under the elevator shaft as deep as
the elevator was to be high. Later multiple-section, telescoping hydraulic rams allowed shallower
holes. The first commercially successful electric elevator was installed in 1889, and electricity
quickly became the accepted source of power. Electric-

Electric-powered elevators offered two significant advantages. First, electric power was clearly
becoming universally available, and any building likely to be equipped with an elevator would also
have electric power. Second, hydraulic elevators were severely limited in the height to which they
could rise, while electric elevators, using a simple cable and pulley system, had virtually no height
limit. For many years, electric elevators used either direct current (DC) motors or alternating current
(AC) motors.

Control systems on early elevators required human operators to regulate the speed of the lift and
descent, to stop the elevator at each floor, and to open and close the doors. In the 1950s automatic
pushbutton control systems replaced manual controls. In the 1970s electromechanical controls were
gradually replaced with solid state electronic controls.

1.2 PROBLEM STATEMENT


In place where lower capital cost is required, it is much applicable to use hydraulic elevators. For
building having not more than six floors, it is cheap to use hydraulic lifts rather than the electric
traction elevator. Since Hydraulic elevator systems lift a car using a hydraulic ram, a fluid-driven

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piston mounted inside a cylinder, it is much safe to use it in terms of as one of the cables is loosen or
breakdown as in electric traction elevator. And also

Traction Elevators Disadvantages:


Installation costs can be 15-25% higher than the hydraulic elevators. Traction elevators might
be initially offered at a low and convenient price and then skyrocketed with outrages service
charges.

Maintenance is difficult because the machine is located in the headroom of the shaft and
reaching it can be a challenge. Serious accidents during construction and servicing of the
elevator are highly probable. If the car is stuck, the machine cannot be serviced from the top
of the car, and insecure methods may then be needed.

Traction elevators are initially offered at reasonable prices and the low income is later attained
through frequent servicing and high-priced spare parts. Obtaining the spare parts can be a
nightmare since servicing may only be performed by the original installer or by their service
partners.

Disregard of Safety Requirements: Rescue of passengers during an emergency situation can


be challenging, because the traction elevators require special knowledge and the machine is
difficult to reach in the shaft. Temperature and humidity conditions inside the shaft may be
tragic and can easily affect the electronic components which might cause more frequent
break-downs and servicing. A short circuit to the motor or fire can result in entrapped
passengers in the elevator. The fire itself might not be deadly but rather the smoke within the
shaft.

Noise source is normally placed in the pit head; the noise is loudest in the top floor.

Complicated, and in some respects hazardous, Emergency evacuation procedures

Long repair and maintenance times

Heavy wear on traction sheave and ropes

Complicated work procedures, and hazardous working situations

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1.3 OBJECTIVE OF THE PROJECT

1.3.1 GENERAL OBEJECTIVE

The project is aimed to solve the problem in terms of safety concern. This project is
tried to solve both in terms of safety when the cables are broken in the electric traction
pipes and in terms of capital cost that is spend when the floor level is not greater than
six floors, so its capital cost is lower compared to the electric traction system.

1.3.2 SPECIFIC OBEJECTIVE


To design hydraulic cylinder
To design roller
To design pump
To design rail
To design bolts
To design car of elevator
To design seals
To design tank
To design pipes
To design pipe fitting
To design nut

1.3.3 SCOPE OF PROJECT


This project is to solve the problem in Addis Ababa Airport, in the airport or terminal use
the traction elevator so instead of this traction elevator we are add hydraulic elevator.

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CHAPTER TWO

2. LITERATURE REVIEW

2.1 OVER VIEW

In this chapter, reviews are done on the background of elevators and its history. Also the design
of elevators and how do they work is reviewed. Other than that, reviews are done on components
and elevator type to be used.

2.2 Background

An elevator (or lift) is vertical transport equipment that efficiently moves people or goods
between floors (levels) of a building, vessel or other structure. Elevators are generally powered
by electric motors that either drive traction cables and counterweight systems like a hoist, or
pump hydraulic fluid to raise a cylindrical piston like a jack.

2.2.1 History
The first reference to an elevator is in the works of the Roman architect Vitruvius, who
reported that Archimedes built his first elevator probably in 236 BC. In the 17th century the
prototypes of elevators were located in the palace buildings of England and France.

The elevator as we know it today was first developed during the 1800s and relied on steam or
hydraulic plungers for lifting capability. In the latter application, the cab was affixed to a hollow
plunger that lowered into an underground cylinder. Liquid, most commonly water, was injected
into the cylinder to create pressure and make the plunger elevate the cab, which would simply
lower by gravity as the water was removed. Valves governing the water flow were manipulated
by passengers using ropes running through the cab, a system later enhanced with the
incorporation of lever controls and pilot valves to regulate cab speed. The traction elevators first
appeared during the 19th century in the U.K., a "lift" using a rope running through a pulley and a
counterweight tracking along the shaft wall. Elevators then developed to be driven by steam.

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Figure 2.1: Steam driven elevator in the 1800s

The power elevator debuted mid-19th century in the U.S. as a simple freight hoist operating
between just two floors in a New York City building. By 1853, Elisha Graves Otis was at the
New York Crystal Palace exposition, demonstrating an elevator with a "safety" to break the cab's
fall in case of rope failure, a defining moment in elevator development. By 1857, the country's
first Otis passenger elevator was in operation at a New York City department store, and, ten
years later, Elisha's sons went on to achieve mass production of elevators.

Various other elevator designs appeared on the landscape, including screw-driven and rope-
geared, hydraulic models. Later in the 1800s, with the advent of electricity, the electric motor
was integrated into elevator technology by German inventor Werner von Siemens. With the
motor mounted at the bottom of the cab, this design employed a gearing scheme to climb shaft
walls fitted with racks. In 1887, an electric elevator was developed in using a revolving drum to
wind the hoisting rope, but these drums could not practically be made large enough to store the
long hoisting ropes that would be required by skyscrapers.

Motor technology and control methods evolved rapidly. In 1889 came the direct-connected
geared electric elevator, allowing for the building of significantly taller structures. By 1903, this
design had evolved into the gearless traction electric elevator, allowing hundred-plus story
buildings to become possible and forever changing the urban landscape. Multi-speed motors
replaced the original single-speed models to help with landing-leveling and smoother overall
operation.

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Electromagnet technology replaced manual rope-driven switching and braking. Push-button


controls and various complex signal systems modernized the elevator even further. Safety
improvements have been continual, including a notable development by Charles Otis- son of
original "safety" inventor Elisha- that engaged the "safety" at any excessive speed, even if the
hoisting rope remained intact.

Figure (2.2) shows an elevator in the 1900s (2).


Today, there are intricate governors and switching schemes to carefully control cab speeds in any
situation. "Buttons" have been giving way to keypads. Virtually all commercial elevators operate
automatically and the computer age has brought the microchip-based capability to operate vast
banks of elevators with precise scheduling, maximized efficiency and extreme safety.

Figure 2.3: Elevators today.

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2.2.2 Elevator Designs


There are two major elevator designs in common use today: hydraulic elevators and roped
elevators.

A. Hydraulic elevator: - systems lift a car using a hydraulic ram, a fluid-driven


piston mounted inside a cylinder as shown in figure (2.4).

Fig 2.4:- Hydraulic elevator.


The cylinder is connected to a fluid-pumping system (typically, hydraulic systems like this use
oil, but other incompressible fluids would also work). The hydraulic system has three parts:-

a tank (the fluid reservoir)

a pump, powered by an electric motor

a valve between the cylinder and the reservoir.

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The pump forces fluid from the tank into a pipe leading to the cylinder. When the valve is
opened, the pressurized fluid will take the path of least resistance and return to the fluid
reservoir. But when the valve is closed, the pressurized fluid has nowhere to go except into the
cylinder. As the fluid collects in the cylinder, it pushes the piston up, lifting the elevator car.
When the car approaches the correct floor, the control system sends a signal to the electric motor
to gradually shut off the pump. With the pump off, there is no more fluid flowing into the
cylinder, but the fluid that is already in the cylinder cannot escape (it can't flow backward
through the pump, and the valve is still closed). The piston rests on the fluid, and the car stays
where it is. To lower the car, the elevator control system sends a signal to the valve.

The valve is operated electrically by a basic solenoid switch (Solenoid switches are used to
switch high power circuits on and off using a much smaller electrical control signal to actuate the
switching). When the solenoid opens the valve, the fluid that has collected in the cylinder can
flow out into the fluid reservoir. The weight of the car and the cargo pushes down on the piston,
which drives the fluid into the reservoir. The car gradually descends. To stop the car at a lower
floor, the control system closes the valve again. The main advantage of hydraulic systems is they
can easily multiply the relatively weak force of the pump to generate the stronger force needed to
lift the elevator car.

Limitations of Hydraulic Elevators:-

This system is incredibly simple and highly effective, but it does have some drawbacks. The
main problem is the size of the equipment. In order for the elevator car to be able to reach higher
floors, you have to make the piston longer. The cylinder has to be a little bit longer than the
piston, of course, since the piston needs to be able to collapse all the way when the car is at the
bottom floor. In short, more stories mean a longer cylinder. The problem is that the entire
cylinder structure must be buried below the bottom elevator stop. This means you have to dig
deeper as you build higher. This is an expensive project with buildings over a few stories tall.
The other disadvantage of hydraulic elevators is that they are fairly inefficient. It takes a lot of
energy to raise an elevator car several stories, and in a standard hydraulic elevator, there is no
way to store this energy. The energy of position (potential energy) only works to push the fluid
back into the reservoir. To raise the elevator car again, the hydraulic system has to generate the
energy all over again.

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B. In roped elevators, the car is raised and lowered by traction steel ropes rather than
pushed from below as shown in figure (2.5). The ropes are attached to the elevator car, and
looped around a sheave ("3" in figure (2.5)). A sheave is just a pulley with grooves around
the circumference. The sheave grips the hoist ropes, so when the sheave rotates, the ropes
move too.

Fig 2.5:- Roped elevator.


The sheave is connected to an electric motor ("2" in figure (2.5)). When the motor turns one way,
the sheave raises the elevator; when the motor turns the other way, the sheave lowers the
elevator. In gearless elevators, the motor rotates the sheaves directly. In geared elevators, the
motor turns a gear train that rotates the sheave. Typically, the sheave, the motor and the control
system ("1" in figure (2.5)) are all housed in a machine room above the elevator shaft. The ropes
that lift the car are also connected to a counterweight ("4" in figure (2.5)), which hangs on the
other side of the sheave. The counterweight weighs about the same as the car filled to 40-percent
capacity. In other words, when the car is 40 percent full (an average amount), the counterweight
and the car are perfectly balanced. The purpose of this balance is to conserve energy. With equal
loads on each side of the sheave, it only takes a little bit of force to tip the balance one way or the
other. Basically, the motor only has to overcome friction -- the weight on the other side does
most of the work. To put it another way, the balance maintains a near constant potential energy
level in the system as a whole. Using up the potential energy in the elevator car (letting it
descend to the ground) builds up the potential energy in the weight (the weight raises to the top
of the shaft).

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The same thing happens in reverse when the elevator goes up. Both the elevator car and the
counterweight ride on guide rails ("5" in figure (2.5)) along the sides of the elevator shaft. The
rails keep the car and counterweight from swaying back and forth, and they also work with the
safety system to stop the car in an emergency. Roped elevators are much more versatile than
hydraulic elevators, as well as more efficient. Typically, they also have more safety systems.

2.2.3 USES OF ELEVATORS

2.2.3.1 Passenger service


Passenger Elevators to meet these vertical transportation needs in low-rise homes, multistory
buildings, hotels, hospitals, commercial & industrial buildings. The speed of travel ranges from
single speed of 0.7m/s to variable speeds of 1.5m/s.

Passenger elevators capacity is related to the available floor space. Generally passenger elevators
are available in capacities from 1,000 to 6,000 pounds (4502,700 kg) in 500 lb (230 kg)
increments.

Generally passenger elevators in buildings eight floors or less are hydraulic or electric, which
can reach speeds up to 200 ft/min (1.0 m/s) hydraulic and up to 500 ft/min electric. In buildings
up to ten floors, electric and gearless elevators are likely to have speeds up to 500 ft/min (2.5
m/s), and above ten floors speeds begin at 500 ft/min (2.5 m/s) up to 2000 ft/min (10 m/s)
(Shamil, A. A.2007).

2.2.3.2 Freight elevators


A freight elevator is used to do just what its name implies to elevate, or lift, freight, or goods. It
is built to carry goods rather than people, though some do both to allow operators and those
loading goods along for the ride. Given its distinct purpose, a freight elevator is typically larger
and can carry more weight than a passenger elevator.

A freight elevator is often custom designed for the warehouse, shopping center or other large-
scale facility it will serve. The designs are based on needed dimensions, the amount of weight it
will carry and how goods will be loaded and unloaded, whether it is by hand, car or industrial
truck. A heavy-duty freight elevator can hold a truck and can handle as much as 100,000 pounds
(45, 359 kilograms), using a dual rope system for support (Grondzik, W. T. et al, 2010).

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2.2.3.3 Stage lifts
Stage and orchestra lifts are specialized lifts, typically powered by hydraulics, that are used to lift
entire sections of a theater stage. For example, Radio City Music Hall has four such lifts an
"orchestra lift" that covers a large area of the stage, and three smaller lifts near the rear of the
stage. In this case, the orchestra lift is powerful enough to raise an entire orchestra, or an entire
cast of performers up to stage level from below.

2.2.3.4 Vehicle elevators


Vehicle elevators are used within buildings or areas with limited space, typically to move cars
into the parking garage or manufacturer's storage. Geared hydraulic chains (not unlike bicycle
chains) generate lift for the platform and there are no counterweights. To accommodate building
designs and improve accessibility, the platform may rotate so that the driver only has to drive
forward. Most vehicle elevators have a weight capacity of 2 tons.

2.3.4 Safety
Elevators are built with several redundant safety systems that keep them in position. The first
line of defense is the rope system itself. Each elevator rope is made from several lengths of steel
material wound around one another. With this sturdy structure, one rope can support the weight
of the elevator car and the counterweight on its own. But elevators are built with multiple ropes
(between four and eight, typically).

In the unlikely event that one of the ropes snaps, the rest will hold the elevator up. Even if all of
the ropes were to break, or the sheave system was to release them, it is unlikely that an elevator
car would fall to the bottom of the shaft. Roped elevator cars have built-in braking systems, or
safeties, that grab onto the rail when the car moves too fast. Safeties are activated by a governor
when the elevator moves too quickly.

Most governor systems are built around a sheave positioned at the top of the elevator shaft. The
governor rope is looped around the governor sheave and another weighted sheave at the bottom
of the shaft. The rope is also connected to the elevator car, so it moves when the car goes up or
down. As the car speeds up, so does the governor. Figure (2.6) shows one representative
governor design.

In this governor, the sheave is outfitted with two hooked flyweights (weighted metal arms) that
pivot on pins. The flyweights are attached in such a way that they can swing freely back and
forth on the governor. But most of the time, they are kept in position by a high-tension spring.

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Fig 2.6:- A governor design.


As the rotary movement of the governor builds up, centrifugal force moves the flyweights
outward, pushing against the spring. If the elevator car falls fast enough, the centrifugal force
will be strong enough to push the ends of the flyweights all the way to the outer edges of the
governor. Spinning in this position, the hooked ends of the flyweights catch hold of ratchets
mounted to a stationary cylinder surrounding the sheave. This works to stop the governor. The
governor ropes are connected to the elevator car via a movable actuator arm attached to a lever
linkage.

When the governor ropes can move freely, the arm stays in the same position relative to the
elevator car (it is held in place by tension springs). But when the governor sheave locks itself, the
governor ropes jerk the actuator arm up. This moves the lever linkage, which operates the brakes.
This is shown in figure (2.7). In this design, the linkage pulls up on a wedge-shaped safety,
which sits in a stationary wedge guide. As the wedge moves up, it is pushed into the guide rails
by the slanted surface of the guide. This gradually brings the elevator car to a stop.

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Fig 2.7:- Brakes system.


Elevators also have electromagnetic brakes that engage when the car comes to a stop. The
electromagnets actually keep the brakes in the open position, instead of closing them. With this
design, the brakes will automatically clamp shut if the elevator loses power. Elevators also have
automatic braking systems near the top and the bottom of the elevator shaft. If the elevator car
moves too far in either direction, the brake brings it to a stop. If all else fails and the elevator
does fall down the shaft, there is one final safety measure that will probably save the passengers.
The bottom of the shaft has a heavy-duty shock absorber system, typically a piston mounted in
an oil-filled cylinder. The shock absorber works like a giant cushion to soften the elevator car's
landing.

2.3 OUR PROJECT IS HYDRAULIC ELEVATOR

Fig 2.8:- hydraulic elevator project.

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Hydraulic elevator (push elevator) is supported by a piston at the bottom of the elevator
that pushes the elevator up.
Hydraulic elevator types: - have many two main types as follows,

A. Holed ( conventional) hydraulic elevators


B. Hole-less hydraulic elevators

A. Holed hydraulic elevators: - they have a sheave that extends below the floor of the
elevator pit, which accepts the retracting piston as the elevator descends. Some
configurations have a telescoping piston that collapses and requires a shallower hole
below the pit. Max travel distance is approximately 60 feet (18.288meter).

B. Hole-less hydraulic elevators: - they have a piston on either side of the cab. It can
be divided to 3 different types as follows :-

a) Telescopic hydraulic elevators: - are fixed at the base of the pit and do not
require a sheave or hole below the pit and has 2 or 3 pieces of telescoping
piston. Telescoping piston allow up to 50 feet (15.24meter) of travel
distance.

b) Non telescoping (single stage) hydraulic elevators: - it has one piston and
only allows about 20 feet of travel distance.

c) Roped hydraulic elevators: - they use a combination of ropes and a piston


to move the elevator .Maximum travel distance is about 60 feet.

We select hydraulic elevator, which types are Holed hydraulic elevators.

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WORKING PRINCIPLE OF HYDRAULIC ELEVATOR

Fig 2.9:- Principle of hydraulic elevator.

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CHAPTER THREE

3. MATERIALS AND METHODS

3.1 MATERIAL SELECTION


It is necessary to evaluate the particular type of forces imposed on components with a
view to determining the exact mechanical properties and necessary material for each
equipment. A very brief analysis of each component follows thus:-

Hydraulic Cylinder: this component is considered as a strut with both ends pinned. It is
subjected to direct compressive force which imposes a bending stress which may cause buckling
of the component. It is also subjected to internal compressive pressure which generates
circumferential and longitudinal stresses all around the wall thickness. Hence necessary material
property must include
strength, ductility, toughness and hardness. The recommended material is mild steel.

Fig:- 3.1 hydraulic cylinder.

ELEVATOR CAR:- is subjected to buckling load and bending load tending to break or cause
bending of the components. Hence based on strength, stiffness, plasticity an hardness. A
recommended material is stainless steel.

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Fig:- 3.2 Elevator car.

ROLLER: - cast steel

Fig 3.3:- Roller

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TANK:- sheet metal

Fig 3.4:- Oil tank or reservoir

ELEVATOR CAR FLOOR:-Made of rubber

Fig 3.5:- Elevator car floor.

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3.2 METHODS

In this topic we have followed the procedure of creative engineering design. The following steps have
been followed
Definition of the problem.
Need analysis description.
Development of customer requirements.
Carryout detailed design based on the selected concept in all the design details and the
manufacturing drawing is given in the chapters to follow.

3.2.1 DEFINITION OF THE PROBLEM


We are going to design an elevator that is working with hydraulic, easier and less expensive to
manufacture. It also provides smooth drive and torque characteristics from starting to the designed peak
condition.

3.2.2 NEED ANALYSIS

The advent of highrise buildings in modern cities requires highspeed elevator systems to provide quick
access within buildings. There is a great demand of elevator by the society in todays world of
growing technology. It offers many advantages like

1. It is very useful in minimizing time in big building.


2. Elevators are used to lift pedestrian in mass for people with disabilities.

3.2.3 CUSTOMER REQUIREMENTS

1. Power consumption should be minimum.


2. Elevator running should be smoothly

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The following methodology has been adopted in order to carry out this project work: Collection
of primary and secondary data

Primary data: - visitation of company Airport enterprise and asking of the engineers and
technicians have well for elevator maintains and installations.

Secondary data:-Use different books.

Collect information from internet.

Selection of mechanisms:- like SOLIDWORK, to sketch the components of the hydraulic


elevator.

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CHAPTER FOURE

4. DESIGN AND ANALAYISIS

4.1 Design of hydraulic cylinder


Hydraulic cylinders are of the following types:
Single-acting cylinders.
Double-acting cylinders.
Telescopic cylinders.
Tandem cylinders.
And we selecting a hydraulic cylinder are telescopic cylinder.

A telescopic cylinder (shown in Fig. 1.6) is used when a long stroke length and a
short retracted length are required. The telescopic cylinder extends in stages, each stage
consisting of a sleeve that fits inside the previous stage. One application for this type of cylinder
is raising a dump truck bed. Telescopic cylinders are available in both single-acting and double-
acting models. They are more expensive than standard cylinders due to their more complex
construction.

They generally consist of a nest of tubes and operate on the displacement principle. The
tubes are supported by bearing rings, the innermost (rear) set of which have grooves or channels
to allow fluid flow. The front bearing assembly on each section includes seals and wiper rings.
Stop rings limit the movement of each section, thus preventing separation. When the cylinder
extends, all the sections move together until the outer section is prevented from further extension
by its stop ring. The remaining sections continue out-stroking until the second outermost section
reaches the limit of its stroke; this process continues until all sections are extended, the innermost
one being the last of all.

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Fig 4.1:- Telescopic cylinder.

Figure 4.2 :- the sectional view of telescopic cylinder

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In design of hydraulic elevator, the following data is usually given:

4.1.1 Designing of elevator


Car frame plank (buffer engagement)
The following formula shall be used to determine the stress resulting from buffer engagement:
(Imperial Units), ASME
Stress (psi) = D(C + W)/ 2Z (2.34)
(SI Units), IMechE
Stress (kPa) = 0.009807D(C + W) /2Z (2.35)
Where more than one oil buffer is used, the formula shall be modified to suit the location of the
buffers.
Car frame uprights (stiles)
The total stress in each car frame upright due to tension and bending, and the slenderness ratio of each
upright and its moment of inertia, shall be determined in accordance with the following formulas:
(a) Stresses due to bending and tension
(Imperial Units), ASME
Total stress (psi) = KL /4HZu + G/ 2A (2.36)
(SI Units), IMechE
Total stress (kPa) = 0.009807 (KL /4HZu + G /2 A ) (2.37)
Where KL/4HZu is the bending stress in each upright in the plane of the frame due to live load
W on the platform for the class of loading A, B or C for which the elevator is to be used (see
Rule 207.2b), G/2A is the tensile strength in each upright and K is determined by the following
formulas [see Fig. 2.11]:
(1) For Class A freight loading or passenger loading
(Imperial Units), ASME
K = WE / 8 (2.38)
(SI Units), IMechE
K = 9.807 ( WE/ 8 ) (2.39)
(2) For Class B freight loading
(Imperial Units), ASME
K = W( E/ 2 48 ) or K = WE / 8 (2.40)
Whichever is greater

(SI Units), IMechE


K = 9.807W ( E/ 2 1.219) or K = 9.807 WE / 8 (2.41)
Whichever the greater

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Fig 4.3:- Turning moment based on class


(3) For Class C freight loading
(Imperial Units), ASME
K =WE/4 (2.42)
(SI Units), IMechE
K = 9.807 (WE /4 ) (2.43)
(b) Slenderness ratio
The slenderness ratio L/R for uprights subject to compressions other than those resulting
from safety and buffer action shall not exceed 120. Where the upper side-brace connections passenger
elevator car frame uprights are located at a point less than 2/3 of L from the bottom, (top fastening in car
frame plank) a slenderness ratio of L/R not exceeding 160 is permissible.
(c) Moment of inertia
The moment of inertia of each upright shall be not less than determined by the following
formula:
(Imperial Units), ASME
I = KL3 / 18EH (2.44)
(SI Units), IMechE
I = KL3 / 457.2EH (2.45)
where

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A = net area of section, in.2 (m2)
C = net weight of complete elevator car, lb (kg)
D = distance between guide rails, in. (m)
E = inside clear width of car, in. (m), except for formulas in Rules 1301.5(c) and
1303.1d(4) where E = modulus of elasticity [psi (kPa)] of the material used
G = load supported by crosshead with the maximum load for the class of
loading in car at rest a top terminal landing, lb (kg)
H = vertical centre distance between upper and lower guide shoes (or rollers), in. (m)
I = moment of inertia of member, gross section, in.4 (m4)
K = turning moment as determined by class of loading, lbf.in. (Nm)
L = free length of uprights (distance from lowest fastening in plank), in. (m)
R = least radius of gyration of section, in. (m)
W = rated load, lb (kg)
Z = combined section moduli of plank members, gross section, in.3 (m3)
Zu = section modulus of one upright, gross section, in.3 (m3).
Freight elevator platform
The calculation for stresses in the platform members of freight elevators shall be based on the
following concentrated loads assumed to occupy the position which will produce the maximum
stress:
(a) For Class A loading
25% on the rated load;
(b) For Class B loading
75% on the rated load or 34,000 lb (15.422 kg), whichever is less, divided into two equal parts
5 ft (1.52 m) apart;
(c) For Class C1 loading with a loading rating of 20,000 lb (9062 kg) or less
80% of the rated load divided into two equal parts, 30 in. (762 mm) apart;
(d) For Class C2 loading with a loading rating of 20,000 lb (9062 kg) or less
80% of the rated load or of the loaded truck weight, whichever is greater, divided into two
equal parts 5 ft (1.52 m) apart;
(e) For Class C1 loading with a rated load in excess of 20,000 lb (9062 kg)

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80% of the 20,000 lb (9062 kg) or of the maximum loaded truck weight, whichever is greater,
divided into two equal parts 5 ft (1.52 m) apart;
(f) For Class C3 loading.
Determined on the bases of the actual loading conditions but not less than that required for
Class A loading.
3.4.4 Hydraulic machines and piping
Plunger design
Plungers shall be designed and constructed in accordance with one of the following formulas:
(a) Plungers not subject to eccentric loading
(1) Where slenderness ratio of plunger is less than 120
(Imperial units)
W/ A = 13, 600 0.485(L/R)2 (2.46)
(SI Units)
W/ A = 9.773 107 3.344 103(L/R)2 (2.47)
(2) Where slenderness ratio of plunger is greater than 120
(Imperial Units)
W/ A = 95, 000, 000 / ((L/R)2 (2.48)
(SI Units)
W/ A = 6.552 1011 / ((L/R)2 ) (2.49)
where
A = net area of plunger (area of metal), in.2 (m2)
L = maximum free length of plunger, in. (mm). Where a plunger-follower
guide is used, L shall be taken as one-half the amount that the free length
would be if no follower guide was provided.
R = radius of gyration of plunger section, in. (m)
W = allowable gross weight to be sustained by plunger, lbf (N). Where a
counterweight plus the unbalanced weight of the counterweight ropes
may be deducted in determining W, one-half of the weight of the plunger
shall be included except where a plunger-follower guide is used, in
which case, 3/4 of the plunger weight shall be included.

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W/A = maximum allowable fiber stress.
(3) The plunger is 4 in. (102 mm) nominal pipe size or larger.
(4) Pipe not lighter than schedule 40 is used and not more than 1/16 in. (1.6 mm) of metal has
been removed from the wall thickness in machining.
(b) Plungers with varying cross section
For plungers with varying cross section, the stress shall be calculated for a factor of safety of
at least 3 using accepted methods for elastic stability.
s
(c) Plungers subject to eccentric loading
For plungers subject to bending, the stresses due to bending as determined by the following
formula shall be subtracted from the stresses W/A as determined by the applicable formula.
(Imperial Units), ASME
S (psi) = Wb e /Z (2.50)
(SI Units), IMechE
S (kPa) = 0.009807 Wb e /Z (2.51)
where
e = eccentricity of Wb, in. (mm)
Wb = maximum eccentricity load, lb (kg). Where any or all of this load is caused by
moving wheel loads imposed on the edge of the platform, the total of such loads shall be doubled for
impact (see Rule 1301.6).
S = stress due to bending
Z = section modulus of plunger section, in.3 (mm3)
(d) Plungers subjected to external pressure
For plungers subjected to external pressure, the working pressure shall be not more than that
indicated by the following formulas:
(1) Where the ratio of t/d is less than 0.023
(Imperial Units), ASME
= 333[1 1-1600( t/d)2 ] (2.52 )
(SI Units), IMechE
p = 2296[ 1 1 1600 ( t/d) 2 ] (2.53)
2) Where the ratio of t/d is greater than 0.023
(Imperial Units), ASME
p = 28, 890 t/ d 462 (2.54)
(SI Units), IMechE
p = 199200 t /d 3185 (2.55)
where
d = external finished diameter, in. (mm)
p = working pressure, psi (kPa)
t = finished wall thickness, in. (mm).
Cylinder Design
Cylinders shall be designed and constructed in accordance with the following formula:
t = pd / 2S (2.56)

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where
d = internal diameter, in. (mm)
p = working pressure, psi (kPa)
S = design stress, psi (kPa)
t = minimum thickness of wall, in. (mm).
Cylinder and Plunger Heads
Heads of cylinders and heads of plungers subject to fluid pressure shall be designed and constructed
in accordance with one of the following applicable formulas:
(a) Flat unreinforced heads
t = d p/ S (2.57
(b) Dished seamless hemispherical heads, concave to pressure
t = 5pr / 6S (2.58)
(c) Dished seamless ellipsoidal heads, concave to pressure (ellipsoidal heads in which 1/2 of the
minor axis equals 1/4 the inside diameter of skirt),
t = 5pD / 6S (2.59)
where
d = diameter of head between supporting edges, in. (mm)
D = inside diameter of skirt, in. (mm)
p = working pressure, psi (kPa)
r = radius to which head is dished, measured on concave side
(not greater than d), in. (mm)
S = design stress, psi (kPa) (Rule 1302.5b)
t = minimum thickness of head, in. (mm).
Pipe design
The minimum wall thickness of pipe shall be detected by the following formula:
t = pD / 2S + C (2.60)

Or t C = pD / 2S (2.61)
where
C = 0.05 for threaded pipe up to 3/8 in. (9.5 mm) pipe size
= depth of thread for threaded pipe over 3/8 in. (9.5 mm) pipe size
= depth of groove for grooved pipe, in. (mm) 0.000 for other pipe of
unreduced thickness
D = outside diameter of pipe, in. (mm)
p = working pressure, psi (kPa)
S = allowable stress, psi (kPa) (Rule 1302.5b)
t = minimum wall thickness, in. (mm).
Safety factor
The minimum factor of safety for components subject to fluid pressure shall be as follows:
F = 5.04 / E 2.8 + 2.7 (2.62)
where
E = percent elongation in 2 in. (50 mm) gauge length as per ASTM
Standard E8 expressed as a whole number (e.g., 20% = 20 and 5% = 5).
The minimum allowable E shall be 5.
F = minimum factor of safety based on 0.2% proof stress yield

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point. The minimum allowable F shall be 3.
Lifts, Elevators, Escalators and Moving Walkways/Travelators
where
fa = actual axial compressive unit stress based on gross section
fb = actual bending unit stress
Fa = allowable axial compressive unit stress [not exceeding
17,000 0.485(L/R)2 in Customary Units and 117 200 3.344(L/R)2
in SI Units]
Fb = allowable bending unit stress [16,500 psi (113 700 kPa) if area of basis is gross
section or 19,800 psi (134 400 kPa) if area of basis is net section]
L = free length of uprights (distance from lowest fastening in crosshead
to top fastening in plank), in. (mm)
R = least radius of gyration of section, in. (mm).
Car frame uprights (stiles)
The stresses in each car frame upright due to compression and bending and the slenderness ratio
of each upright and each moment of inertia shall be determined in accordance with the following
formulas:
(1) Stresses due to bending
fb =KL /4HZu (2.63)
where
fb = the bending stress in each upright in the plane of the frame due to the live load W on the platform for
the class of loading A, B, or Cfor which the elevator is to be used
K = turning moment in lbf.in. (Nm) as determined by the class of
loading by the following formulas:
(a) For Class A freight loading or passenger loading
(Imperial Units)
K = WE /8 (2.64)
(SI Units)
K = 9.807 (WE/ 8) (2.65)
(b) For Class B freight loading
(Imperial Units)
K = W( E/ 2 48) or K = WE/ 8 (2.66)
(SI Units)
K = 9.807W( E/ 2 1.219) or K = 9.807 WE/ 8 (2.67)
Whichever the greater
(c) For Class C freight loading
(Imperial Units)
K =WE / 4 (2.68)
(SI Units)
K = 9.807( WE/ 4) (2.69)

Specifications for the design of lifts or elevators


(2) Stresses due to compression
fa = compressive stress in each upright
(3) Slenderness ratio
The slenderness ratio L/R for uprights subject to compressions other than those resulting

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from safety and buffer action shall not exceed 120. Where the upper side-brace connections
passenger elevator car frame uprights are located at a point less than 2/3 of L from the bottom,
(top fastening in car frame plank) a slenderness ratio of L/R not exceeding 160 is permissible.
(4) Moment of inertia
The moment of inertia of each upright shall be not less than determined by the following
formula:
(Imperial Units), ASME
I = KL3/18EH (2.70)
(SI Units), IMechE
I = KL3 / 457.2EH (2.71)
Maximum stresses in car frame uprights
The maximum stresses in car frame uprights which are normally subject to compression shall be
such that the quantity [(fa/Fa) + (fb/Fb)] does not exceed unity.
2.5.3 Gravity stopping distances
The following formula gives the value of the stopping distance based on gravity retardation from
any initial velocity.
(Imperial Units)
S = V 2 / 19,320 (2.72)
(SI Units)
S =V 2/ 0.01963 (2.73)
where
S = free fall (gravity stopping distance), in. (mm)
V = initial velocity, ft/min (m/s).
Stopping distances for car and counterweight safeties
The following formulas shall be used to determine the maximum and minimum stopping distances
for Type B car and counterweight safeties:
(Imperial Units), ASME
S = V 2/ 81,144 + 0.84 (2.74)
2
S = V / 231,840 (2.75)
(SI Units), IMechE
S = V 2/ 6.870 + 0.2560 (2.76)
1 2
S = V /1 9.63 (2.77)
where
S = maximum stopping distance, ft (m)
S = minimum stopping distance, ft (m)
V = governor tripping speed, ft/min (m/s).

2.5.4 Factors of safety for suspension wire ropes for power elevators
2.5.4.1 Impact on buffer supports
Buffer reaction and impact for oil buffer supports
The following formulas give the buffer reaction and the impact of the supports of car and
counterweight spring buffers which do not fully compress under the conditions.
(a) Buffer reaction
(Imperial Units)
R = W (1 + V2 / 64 .4 S ) (2.78)
(SI Units)

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R = W 9.807 + V 2/ 2S (2.79)
P = 2R (2.80)
Buffer reaction and impact for spring buffer supports
The following formulas give the buffer reaction and the impact on the supports of car and
counterweight spring buffers which do not fully compress under the conditions.
(a) Buffer reaction
(Imperial Units)
R = 2W( 1 +V2 / 64.4S) (2.81)
(SI Units)
R = 2W( 9.807 + V2 / 2S (2.82)
(b) Impact
P=R (2.83)
where
P = impact, lbf (N)
R = buffer reaction, lbf (N)
S = buffer stroke, ft (m)
v = speed at impact, ft/sec (m/s)
W = weight of car plus rated load or weight of counterweight, lb (kg).

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CHAPTER FIVE

5. CONCULISSION AND RECOMANDATION


During my internship period I have seen different problems. But I focused on the
problems which needs mechanical concern. Now on in the Addis Ababa Bole international
airport there are so many passenger boarding bridge which are in charge; but one of the them
were not work properly due to long period of usage of the wheel without replacement .In my
believe this tool can solve this problem and can be used for the future problems which needs this
kind of tool.
By taking in account the important service of the passenger boarding bridge and considering the
cost that the airport spend on this machine I recommended that the company should take
immediate measure or can review this design and direct it to manufacturers for further
production.

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6. REFERANCES

[1 McGraw Hill (1976)Shigely Mechanical engineering design, McGraw Hill,


Newark,USA.

[2] Gesell, laurance E. (1992).The administration of public airport. Chandler, Arizona

[3 ]R.S.KHURMI J.K GUPTA (2005), EURASIA PUBLISHING HOUSE (PVT.) LTD. RAM
NAGAR, NEW DELHI-110 055.

[4] MASERISHA (2016), Personal communication with Electro mechanical engineer at bole
international airport .

[5] Internet browsing.

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