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

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To take into account the effect of the counterweight, a balancing factor is used, as shown in Table 5‐3. Table 5‐3. Balancing factor c bal Type of <strong>Lift</strong> c bal Traction lift 50% balanced 0,50 Hydraulic lift no balanced 0 Since precise information about the use of the lift in the building is not readily available, the following assumptions for the calculation of the lifts travel distance are taken: Table 5‐4. Average travel distance factor C atd Quantity of stops Average Travel Distance c atd 2 stop building maximum travel distance (lowest to topmost floor) more stop building more than one lift forming a group of lifts in a more than 2 stop building 0,5 * maximum travel distance (lowest to topmost floor) 0,3 * maximum travel distance (lowest to topmost floor) For the measurement of active power escalators/moving walks are run for 5 minutes in the up/forward direction and for another 5 minutes in low‐speed mode (when existing). The standby power in escalators is measured with the escalator/moving walk stopped. Once again, both values, running energy and stand‐by energy, are combined with usage patterns to estimate the annual energy consumption of the installation. For escalators, the power consumption was determined in different states of operation. These modes of operation include measurements over a period of 5 minutes when running at nominal speed, in a stop mode, and, finally, if available, in a low speed mode. Measurements were made to empty escalators only. To take passenger load into account, as found in real systems, annual consumption values were calculated by multiplying running‐consumption with a typical load factor. 5.2 Monitoring Results Analysing energy consumption and energy demand and especially comparing different installations is a challenging task due to the high number of different factors contributing to the overall energy consumption of a lift installation. 64
Figure 5‐4 shows a typical cycle of a traction lift. Figure 5‐4. Typical cycle of a traction lift. The initial transient, typical of a direct starting of an AC motor, is evident. In this case, the starting active power reaches more than several times the nominal active power of the motor. During the “travelling down” it is necessary to overcome the difference of weight between the lift car (in this case empty) and the counterweight. When “travelling up”, since the counterweight is heavier than the lift car, the necessary active power is quite reduced. After arriving at the end of each trip, there is a peak in the active power corresponding to the braking of the motor driven system. The typical cycle of a hydraulic lift is illustrated in Figure 5‐5. 65
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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 and 20: Figure 3‐3. Effect of load on pow
Page 21 and 22: If the linear motor is mounted on t
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: Where, E standby Standby Energy use
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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