WP6-Brochure-E4 brochure - ELA European Lift Association.

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Linear Motors main applications are transport systems such as trains (e.g. Maglev), but it has never been used for a major lift installation in Europe. However, the idea of using it in lifts dates as far back as 1971, when a German company by the name of “Firma Kleemann’s Vereinigte Fabriken” patented a counterweight with an integrated linear motor. The first prototype was developed by Otis <strong>Lift</strong> Co. and was launched in 1992. It featured a tubular LIM in which the secondary windings are mounted in the counterweight’s frame, thus eliminating the machine room. The stator is a vertical column as long as the hoistway. The rope travels over an idler sheave at the top of the shaft. Figure 3‐5 shows a typical LIM lift design. Figure 3‐5. Linear Induction Motor lift [4] One important property of Linear Motors is that the individual stator segments operate with low‐duty cycle, so it is possible to get a much higher thrust than one might infer by scaling the force capabilities of rotary motors. The ability to overload a LSM without affecting its reliability is probably the single most important fact that makes these motors practical for lifts [5]. This makes Linear Motors a practical cost effective solution for high‐speed (>10 m/s) installations. 20
If the linear motor is mounted on the car itself, then the counterweight can be eliminated, and the system becomes ropeless. This allows for designs that use horizontal switching between adjacent hoistways and for multiple cars to travel independently along the same shaft which leads to almost unlimited control options. The main limitation to the use of Linear Motors for lift propulsion are the production costs associated with the large motor length, but they are expected to decrease as the technology matures. Linear Motor technology is not expected to reach its full potential in the next few years, but the technology is clearly worthy of serious consideration for future designs. This technology has also been used to operate lift doors, reducing moving parts and maintenance issues significantly. Door problems account for around 40% of all service calls [6]. 3.3 Advanced Drives and Regeneration The choice of the drive has historically been motivated by factors such as travel speed, levelling accuracy and comfort. Before the introduction of solid‐state control techniques, the most common option was the Ward Leonard set which provided the best ride quality. However, there are large energy losses in the motor and generator arrangement, which converts electrical energy into mechanical energy and finally back to electrical energy again. The advent of power semiconductors and subsequent evolution of AC motor control techniques has led to its wide spread use with equivalent ride quality and even some advantages such as lower maintenance, faster response, energy savings, lower peak demand and better power factor. The most common types of motor drives in use today are: • DC motor with Ward Leonard set • DC motor with solid state controller • Two‐speed AC motor • AC induction motor with Variable Voltage controller • AC induction motor with Variable Voltage Variable Frequency controller • AC Permanent Magnet Synchronous Motor with Variable Voltage Variable Frequency controller A detailed description of these drive systems can be found in [4]. In DC systems, solid state controllers have been the most common option since the early 90’s, substituting the Ward Leonard set with great efficiency improvements and more accurate speed and levelling control. The energy costs when using solid state controllers can be reduced by as much as 60% when compared with equivalent Ward Leonard drives [4]. 21
Page 1 and 2: E4 ENERGY EFFICIENT ELEVATORS AND E
Page 3 and 4: Contents 1 Introduction ...........
Page 5 and 6: 1 Introduction Means of vertical tr
Page 7 and 8: 2 Lift and Escalator Technologies T
Page 9 and 10: Figure 2‐3. Configuration of Gear
Page 11 and 12: Some manufacturers have gone even f
Page 13 and 14: • Conventional hydraulic units do
Page 15 and 16: [2] Sachs, H., “Opportunities for
Page 17 and 18: High efficiency motors are typicall
Page 19: Figure 3‐3. Effect of load on pow
Page 23 and 24: 3 Phase AC input 50 Hz AC/DC Conver
Page 25 and 26: preventing the car from falling. Ty
Page 27 and 28: Figure 3‐14. Regenerative operati
Page 29 and 30: occupied by lift support systems. A
Page 31 and 32: Figure 3‐19. Possible configurati
Page 33 and 34: After the introduction of relay log
Page 35 and 36: It is evident that the way lifts ar
Page 37 and 38: When combined with hall call contro
Page 39 and 40: of the torque of the 1:1 roping sch
Page 41 and 42: times as quickly as a 720 mm sheave
Page 43 and 44: LEDs are also a very efficient solu
Page 45 and 46: • Car electronics • Light curta
Page 47 and 48: The major cause of energy consumpti
Page 49 and 50: 3.9 Efficient Escalators and Moving
Page 51 and 52: These bearings feature optimised in
Page 53 and 54: 4 Market Characterisation As part o
Page 55 and 56: Figure 4‐2. Lift Distribution acc
Page 57 and 58: The next three figures show the lif
Page 59 and 60: 5 Results of the Monitoring Campaig
Page 61 and 62: the lift, but does not include addi
Page 63 and 64: Where, E standby Standby Energy use
Page 65 and 66: Figure 5‐4 shows a typical cycle
Page 67 and 68: Figure 5‐6. Travel cycle consumpt
Page 69 and 70: Figure 5‐9. Measured standby powe
Page 71 and 72:
Figure 5‐12. Annual Energy consum
Page 73 and 74:
Figure 5‐16. Annual Energy consum
Page 75 and 76:
Figure 5‐19. Annual electricity c
Page 77 and 78:
6.1.1 Determination of the average
Page 79 and 80:
Where, P mech E cycle η system h v
Page 81 and 82:
6.2. Electricity consumption of lif
Page 83 and 84:
6.3. Estimation of potential saving
Page 85 and 86:
The results show that overall savin
Page 87 and 88:
6.5. Estimation of Savings Potentia
Page 89 and 90:
Identification of stakeholders and
Page 91 and 92:
Table 7‐1. Categories of stakehol
Page 93 and 94:
esults were presented and discussed
Page 95 and 96:
We also asked which stakeholder inf
Page 97 and 98:
not rate an item. Reasons for non
Page 99 and 100:
Further barriers We asked responden
Page 101 and 102:
Raising awareness Setting a standar
Page 103 and 104:
Further topics This section address
Page 105 and 106:
The scope of the present study is o
Page 107 and 108:
Table 7‐4. Energy efficiency: Spe
Page 109 and 110:
10 Check system architecture Ropes
Page 111 and 112:
17 Avoid stalled motor door operato
Page 113 and 114:
24 Switch off other lift components
Page 115 and 116:
passenger arrives. However, an addi
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WP6-Brochure-E4 brochure - ELA European Lift Association.

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