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Training Report on

Regenerative Braking in Elevators

Submitted by: Bhanuday Birla Akshay Agarwal

Purpose The project activity is to install regenerative braking system in the lifts of Delhi Metro Rail Corporation (DMRC). The project activity replaces the conventional electro-dynamic rheostatic braking technology currently installed in the lifts of DMRC. The regenerated electrical energy can be used to meet the other electrical requirements at the respective Metro station. The regenerated electrical energy reduces the consumption of equivalent grid electrical energy required by the lifts, thereby conserving electrical energy and subsequently leading to GHG emission reduction. Salient Features of the Project The regenerative braking technology employed in DMRC is different from the prevalent system adopted by the currently installed lifts in DMRC which uses conventional electrodynamic rheostatic braking system. The electrodynamic rheostatic braking system converts the kinetic energy of decelerating lift into the thermal energy of the rheostats which is dissipated as heat, thereby does not regenerate electrical energy while decelerating. From environmental point of view, rheostatic braking system contributes to global warming. Hence, the choice made by DMRC for using regenerative braking technology displays the environmental consciousness of the management.

Project Activitys contribution to Sustainable Development The sustainable development indicators stipulated by the Government of India in the interim approval guidelines for CDM projects are as follows: Social well being Economic well being Environmental well being Technological well being

The project activity contributes positively to Sustainable Development of India in the following ways:

1. The project activity aids in reduction of CO2 emitted to atmosphere. The project activity also results in lower Sox emissions and associated environmental degradation. Thus the project aids in environmental wellbeing. 2. The project activity would marginally increase employment opportunity for semi-skilled, skilled labour and professionals in the DMRC during operation and maintenance of regenerative braking in lifts. This contributes to social well-being aspects. 3. It will provide an environmental friendly technology for the lifts and also has good replication potential. Hence, DMRC project activity is in-line with the sustainable development criteria given by the Indian Government. The project activity would thereby contribute to the sustainable development of the country.

ISO 25745-1 Classification This ISO standard specifies the measurement of the running energy consumed by a lift when making a reference cycle and during standby. The ISO/DIS25745-1 reference cycle obtains a running energy expenditure value for the movement of an empty car from the bottom terminal floor to the top terminal floor and back to the bottom terminal floor, including door operations (or vice versa). The total running energy consumed is made up of four components: 1. Energy to travel from the bottom terminal floor to the top terminal floor. 2. Energy consumed when the lift is stationary at the top terminal floor including that used to operate the doors. 3. Energy to travel from the top terminal floor to the bottom terminal floor. 4. Energy consumed when the lift is stationary at the bottom terminal floor including that used to operate the doors. The running energy consumed per reference cycle is presented in mWh. The International Organisaton of Standards (ISO) Reference Cycle relates the rated load and the travel distance from terminal floor to terminal floor to the actual running energy consumed. The ISO Reference Cycle running energy measurement uses an empty car again for simplicity. Simulation work carried for a number of different installations showed over any daily period of 24 hours that the car load averages at 8% of rated load. Thus the empty car ISO measurement procedure is very close to real world conditions. An idea for normalization for the energy consumed by a lift was first proposed by Lam, So and Ng in 2006. They divided the total energy used (in Joules) over a known period of time by the rated load of the lift and the distance traveled in the known period of time. Energy was given inJoules (J), which is equivalent to Watt seconds (Ws). Esprun = Erc /(Q * Sh) where: Esprun is the specific running energy consumed in mWh/kgm for a single reference cycle

Erc is the running e nergy consumed for a single reference cycle to ISO25745-1 in mWh Q rated load in kg Sh is twice the travel height between the bottom and top terminal floors in meters On simplifying the above formula the easier formula comes out which is: Esprun = 98.1 * k /(72 * e) Where : k is balancing and e is system efficiency This normalization method is a good one as it relates the load carried over a travel distance to the running energy consumed, i.e., the dynamic situation1. It gives an explicit value to the lift system with reference to the building in which it is installed. The same equipment installed in different buildings may produce different values. The playing field is level, as all lift suppliers will face the same effect. Generally, energy label bands are linear on white goods and building certificates. Suppose the running efficiency bands linearly increase by 10% per band then using above formula, Bands A to G are as shown in Table. Band G would be for very inefficient lifts. Classification A B C D E F G Esprun (50% balancing) 0.80 0.90 1.03 1.20 1.44 1.80 >1.80 Esprun (40% balancing) 0.96 1.08 1.23 1.43 1.72 2.15 >2.15 Running efficiency 90% 80% 70% 60% 50% 40% <40%

In order to apply a linear banding for standby suppose Class 1 has the value of <100 W and there are linear bands of 100 W up to Class 7 with >600 W. Band 7 would be for very inefficient lifts. The banding is linear starting for the Class 1 band at 100 W. This lower value would accommodate many small lifts without the need for any modification. Class 1 might eventually need to be subdivided into 1*, 1**, 1**. The Class 7 band at 600 W would require immediate upgrading. The Standby Energy bands are numbers to avoid confusion with the Running Energy bands, which are alphabetic. For example, a lift might be identified as E2. A table showing the standby energy classification: Power(W) <100 Class 1 <200 2 <300 3 <400 4 <500 5 <600 6 >600 7

Basic components and safety measures in common elevators In old times, hydraulic lifts were very common but now-a-days electric traction lifts are popular. Some general requirements of installation of electric traction lifts are listed below: Each Elevator shall have its own driving machine. The method of drive shall be Electric Traction with gear / gear less motor with VVVF Control. All elevators shall be capable of operating satisfactorily and smoothly at a rate of 180 motor starts per hour or above for a period of not less than 20 hours per day, seven days a week. The design of the Elevators shall take into consideration fire prevention, elimination of dust and dirt traps, and easy accessibility for cleaning and routine maintenance. The design of the Elevators shall be such that no major repair shall be necessary for a period of 20 years from the date of issue of Certificate of Taking Over.

Some general equipments of a elevator are as follows: Sheaves Ropes are wrapped around sheaves and pulleys which are made of hard alloy, cast iron, SG iron or steel and free from cracks, sand holes and other defects) . They have machined rope grooves. The traction sheave is grooved to produce proper traction. Shaft Keys Shaft which supports sheaves, gears, coupling and other members which transmit torque is provided with tight fittings keys of sufficient strength and quality. Brake The lift drive machinery shall be provided with an electromagnetic brake or permanent magnet break or motor operated brake normally applied by means of springs in compression when the operating device is in off position. The operation of brake should be smooth, gradual and with minimum noise. The brake should be designed to be of sufficient size and strength to stop and hold the car at rest with rated load. The brake is released electrically. It is also possible to release the brake manually, such released requiring the permanent application of manual force so as to move the lift car in short stops. For this purpose suitable brake release equipment wherever necessary should be supplied with each lift installation and the same shall be kept in safe custody to prevent misuse. Car Elevator car is enclosure in which the passengers/goods are transported. The elevator car has floor,panel and ceiling. Guide rails Elevator car travels on guide rails. The guide rails are continuous throughout the entire travel and shall withstand without any deformation the action of safety gear with a fully loaded car. Counter weight

Counter weight is load hanging opposite side of the elevator car with the help of ropes through sheave. It is used to save energy and it also reduces the required torque so that motor with less rated torque can also be used. Drive machinery To execute motion of car, torque producing motor is required. Ward leonard drive or chopper fed or ACPM(permanent magnet AC) machine with VVVF(variable voltage variable frequency) can be used. ACPM is very advantageous over DC drives as follows: Since ACPM machines can run at large speeds so there is no need of gears. High efficiency: ACPM machines are 15-25% more efficient than an induction motor of equal power. Totally enclosed design: No internal ventilation or fans required. Dirt and debris are sealed out. Maintenance free: with no brushes or commutator, carbon dust on machine-room equipment is eliminated. Quiet operation: ACPM machines are designed to achieve quiet operation. There are no gears or external fans, and very low sub-audible frequencies are used. Responsive: with high torque capability and less mass to move, ACPM machines are more responsive, easier to adjust and provide better passenger ride quality. Power savings: ACPM machines are energy efficient. There are fewer moving parts (no gears), contributing to a reduction in heat output and daily running cost. A regenerative drive can feed overhauling power back into a buildings power system. Compact design: ACPM gearless units are lighter and 65% smaller than traditional geared DC ones. Instant startup (pre-torque): unlike AC induction (where the stator must first be magnetized), ACPM machines are ready in milliseconds. No standing power required: Unlike DC motors that require a constant 500-1000 watts, ACPM machines consume no power at rest. Case Study on comparison between DC drive and ACPM

For a recent Kinetek case study, a traditional, geared AC machine was replaced with an ACPM machine after power consumption, heat emission impact and noise impact from the old machine were recorded. The jobsite was an eight-stop, 1.6-mps, 900-kg capacity car. The counterweight represented 45% of the total weight, with 24 meters of travel. The study took place over a three-day period and used sophisticated multimeter, decibel meter and digital thermometer tools. The results included the following: Power consumption reduced 24% 10.33 kWh per day vs. 13.50 kWh per day Heat impact reduced 17% 34.2C vs. 41C Noise impact reduced 22% 57.45 dB vs. 72 dB

Basic safety measures used in common electric elevators: Smock sensors and fire alarm Manual brakes for emergency conditions IR(infrared) sensors in car doors which prevents closing of door when someone is in between the doors. Emergency calling service. Technical description and comparison between previous system and new system New System with regenerative braking: Specification: Load - 8 Passenger - 630 Kgs (13 assenger 1000 Kgs) Normal speed - 1 m/s Inspection drive speed- < 0.3 m/s Supply - 415 V, +/-10% 50Hz,+/- 3% Max starts/hour - 180 Levelling accuracy-- +/-5mm Motor wattage- 5.75 KW (6.7KW Phase-2) Motor type Synchronous gearless

Machine-room-less elevator A Revolutionary concept in elevators Machine room less, Gearless Elevator EcoDisc motor fixed to the guide rails Controller and machine Integrated into the elevator shaft MAP in landing Drive module,SEP and braking resistor module at the shaft wall Sleek synchronous motor with VVVF drive cuts the energy bill EcoDisc hoisting machine Axial synchronous motor with permanent magnets Traction sheave integrated into the rotor Two independent brakes Low RPM No reduction gear No lubricating oil Low power consumption Car components Roof - Fabricated galvanized sheets Ceiling - Stainless Steel hairline finish Panels - Stainless Steel Fan Axial Position indicator Display position information from the controller Dot matrix type is fitted in DMRC stations Located at the landings. Separate Hall lanterns and gong sound used for indicating the arrival of car Displays special messgaes incase of lift out of service, power cut situations COP(Car Operating Panel) The Car operating panel is located in the side panel for easy access for handicapped passengers. The operating button has Braille notations. The position of lower most operating button is at 900mm for handicapped requirement. The position of the topmost button is maintained at 1200 mm for handicapped require COP consists of floor designation buttons, alarm function, intercom function, door open button. Other buttons like attendant key, up button, Fan ON/OFF switch , used for attendant operation is also consist at COP

An alarm button is provided in the COP. The passenger in the car can call for help in case of emergency and alarm condition is registered through the Remote Monitoring System at SCR. In case of elevator being overloaded a scrolling message OVER LOAD is displayed in the car position indicator Apart from this message an audible indication (buzzer) is also provided. The Intercom is a press & speak type i.e. hands free type. When intercom is pressed, inter-communication is made. The call buttons are micro touch-type and when pressed the response light will glow in red colour.

Door safety Curtain of Lights (3 dimension) - Obstruction of IR rays enbles the door to reopen Closing force limiter - If an obstruction prevents door closing and if the force exceeds, door reopening is enabled automatically. Photo cell - In addition to light curtain safety photocells are also fixed at 2 levels and the same enables door reopening when there is an obstruction which cuts the ray.

Intercom The intercom is Press & Speak type i.e. hands free type. Each lift is provided with an EPABX (master unit) in control room. The intercom in car operating panel has a microphone and a speaker. By pressing the button the master unit can be called from the hands free and slave units. The slave unit can call the unit in car and SCR communication is made.

Fire safety When actuated all car calls and landing calls will be cancelled (By breaking the glass ). FRD alarm will sound. In car and hall position display , FIRE message will be displayed. Fireman lift will drive to the fire evacuation floor and keep the doors open. Alarm will be switched off. Now, lift will respond to only car calls and not landing calls. The lift returns to normal service when it is in evacuation floor and Firemen switch is OFF.

Safety gear It Stops the car if the car is going down too fast for any reason by gripping the guide rails. It is triggered by the over speed governor (OSG).

Over speed governor (OSG) It monitors the speed of the car, which works on principle centrifugal force. It usually located on top of the elevator shaft . Load weighing device It is inductive sensor to give reliable information of actual load in the car to the drive for smooth start and protection on overload or full load. Tension weight contact switch The switch is provided in Lifts bottom pit. When lift runs above the normal speed the OSG rope will not move and its tension switch will operate and lift will stop immediately. Car door Contact Switch There are two car door contact switches at each car door. When door is closing the brake of car door contact is dropped in switch and gives command that the car door is closed properly. Shaft door contact switch Two switches are used for each shaft door. When lift door is closing, the door beak of shaft door is dropped in switch and it gives the command that the shaft door closed properly. Control system The purpose of the elevator control system is to manage movement of an elevator in response to users requests. It is mainly composed of 2 parts: Electric power driving system The electric power driving system includes: the elevator car, the traction motor, door motor, brake mechanism and relevant switch circuits. Here we adopted a new type of LC series AC contactors to replace the old ones, and used PLCs contacts to substitute the plenty of intermediate relays. The circuits of traction motor are reserved. Thus the original control cabinets disadvantages, such as big volume and high noise are overcome efficiently. Signal control system The elevators control signals are mostly realized by PLC. The input signals are: operation modes, operation control signals, car-calls, hall-calls, safety/protect signals, door open/close signal and leveling signal, etc. All control functions of the elevator system are realized by PLC program, such as registration, display and elimination of hall-calls or car-calls, position judgment of elevator car, choose layer and direction selection of the elevator, etc. The PLC signal control system diagram of elevator is shown in following figure.

There is a need of software according to the requirement to systematically operate the elevator or group of elevators. There are some inputs like hall calls, car calls, sensor signals fed into software and outputs like car and hall display, up and down movement, opening and closing of doors are taken out. Case Study to compare between new regenerative system and old dc drive system It is a case study to demonstrate the key energy-saving components of an elevator modernization. Hyatt Place is a 20-story hotel with two high-rise elevators installed in 1974. The previously existing elevators were powered by motor generators (MG) and DC (direct current) hoist motors controlled by electromechanical relay controllers. The project consisted of replacing the DC motors with high-efficiency permanent-magnet hoist machines with regenerative drives and previously existing relay logic controllers were replaced with ThyssenKrupp TAC 50-04 micro-processor controllers. This modernization allowed Hyatt Place to improve elevator reliability and ride quality, while reducing electrical consumption of the elevators by 56 percent.

PREVIOUSLY EXISTING EQUIPMENT Machines Hoist Motors Motor Generators Controllers Geared 20 HP DC 10 kW - 15 HP DC Relay Logic

NEW EQUIPMENT Gearless Permanent-magnet motor AC (alternating current) Removed (no longer necessary) ThyssenKrupp TAC 50-04 with smart destination-based software and regenerative drive technology Removed (no longer necessary with the TAC 50-04 advanced communication algorithms) LED Modern cab and hall fixtures, low-VOCemitting material

Group Controllers

Lighting Cab Interior Hall Fixtures Elevator code

Incandescent Dated, worn looking Not upto code

Up to code according to equipment design safety compliance and life-safety compliance standards The Hyatt wanted improved ride performance, improved dispatching, energy efficiency, increased dependability and an interior cab face lift. Without a costly replacement of the entire elevator, the Hyatt wanted to make a 30-year-old elevator look, ride and perform like a brand new elevator. PREVIOUSLY EXISTING EQUIPMENT Year Built: 1974 Number of Floors: 20 Number of Elevators: 2 Line Voltage: 208V Stops Capacity (lbs) Speed (fpm) Average Car Load Operating Hours CAR1 19 2500 350 300 lbs CAR 2 19 2500 350 300 lbs 10 hours/day 5 days/week 52 weeks/year 35%

10 hours/day 5 days/week 52 weeks/year Estimated Duty 35% Cycle

The figures below are estimates for one run (empty elevator sent from the bottom to the top floor and then back down). Energy Consumption Baseline Lighting 0.72 kWh Controller* 1.33 kWh Motor 0.13 kW/run Variable parameters are: Local Electrical Cost - $0.10000 per kW-h Elevator operating hours per day - 10 hours Elevator operating days per week - 5 days Elevator operating weeks per year - 52 weeks Average load in car - 300 lbs % running duty cycle - 35% Include Power Factor No Application data : DETAILS PREVIOUS EQUIPMENT Geared 350 2500 45% 200 1:1 2 No NEW EQUIPMENT Gearless 350 2500 50% 200 2:1 2 Yes

Application Type Speed (fpm) Capacity (lbs) CWT% (if applicable) Net Travel (ft) Roping (if applicable) # of Cars in Group Transformer

Energy performance results: The energy use logged during the test runs is shown below. The permanent-magnet motor outperformed the MG in all five test runs. The permanent-magnet motor consumed 45 percent

to 70 percent less energy than the MG, depending upon the elevator load. The controller standby energy use was 55.9 percent less with the new TAC 50-04 micro-processor controller, and the new LED lighting contributed to an 85.9 percent reduction in lighting energy use.

Motor Generator vs. Permanent-Magnet Motor Average kW per run, 0 lbs (no load) MG- motor generator geared system ACPM- permanent magnet AC machine

Motor Generator vs. Permanent-Magnet Motor , Average kW per run, 320 lbs

Motor Generator vs. Permanent-Magnet Motor Average kW per run, 640 lbs

Motor Generator vs. Permanent-Magnet Motor Average kW per run, 960 lbs

Motor Generator vs. Permanent-Magnet Motor ,Average kW per run, 2500 lbs

Generator vs. Permanent-Magnet Motor ,Average kVAr per run, 0 lbs (no load)

The kVAr measurements reveal yet another way that the modernized equipment can improve the energy efficiency of the building. The lower kVAr measurement for the new equipment indicates that the new equipment accepts and uses electricity more efficiently. This is because a

lower kVAr indicates a higher power factor, that could result in lower electricity costs in cases where the local utility company considers the power factor in commercial billing calculations. The data shows that the new permanent-magnet drive increases the power factor by 8 to 44 percent depending on motor loading conditions, which could generate an additional 10 percent in cost savings. In any case, it is anticipated that this building will notice a 50 to 60 percent reduction in energy consumption under normal operating conditions. Barriers Technological Barrier: The alternative to the project activity is installation of rheostatic braking in lifts with no electrical energy regeneration, while in project activity, the regenerative braking technology regenerates electrical energy which will help meet other electricity requirements of the metro station. Barrier due to prevailing practice The regenerative braking technology in Metro lifts is adopted for the first time by DMRC in the III phase of its operations. Since the regenerative braking technology is new for DMRC, DMRC does not have familiarity with new technology and the related operation and maintenance issues.

Emission calculations To calculate CO2 emissions we need to find operating margin(OM) , Build margin(BM) and average emission factors. Operating margin emission factor calculation The simple OM emission factor is calculated as the generation-weighted average CO2 emissions per unit net electricity generation (t CO2/MWh) of all generating power plants serving the system, not including low-cost/must-run power plants/units. This calculation scheme is based on the total net electricity generation of all power plants serving the system and the fuel types and total fuel consumption of the project electricity system. The formula says: EFOM,simple,y=i,jFi,j,y*COEFi,j /jGENj,y Where EFOM,simple,y = Simple operating margin CO2 emission factor in year y (t CO2/MWh) Fi,j,y = Amount of fuel type i consumed in the project electricity system in year y (mass or volume unit). COEFi,j = CO2 emission coefficiant of fuel type i in year y (t CO2/mass or volume unit of fuel)

GENj,y = Net electricity generated and delivered to the grid by source j in year y (MWh) i = All fuel types combusted in power sources in the project electricity system in year y y = The relevant year j = power sources delivering electricity to grid, not including low operating cost and must run power plants and including imports from grid The fuel consumption is calculated as: i Fi,j,y = (jGENj,y * 860 )/(NCVi * Ei,j) Where , NCVi = Net calorific value (energy content) of fuel type i in year y (GJ/mass or volume unit) Ei,j = efficiency of power plants by source j The CO2 emission coefficient can be obtained as: COEFi =NCVi *EFCO2,i *OXIDi Where, EFCO2,i = CO2 emission factor per unit of energy of fuel i OXIDi = oxidation factor of fuel

Calculation of Build margin emission factor(EFBM,y) It is calculated as generation weighted average emission factor (t CO2 /MWh) of a sample of power plants m of grid, as follows: EFBM,y=i,mFi,m,y*COEFi,m /mGENj,m Where above terms are same as previously described for plants m. And the sample group consist of 20% of power plants supplying electricity to grid that have been built most resently, since it comprises of larger annual power generation. Calculation of electricity baseline emission factor(EFy) It is calculated as weighted average of operating margin emission factor and build margin emission factor. EFy = WOM * EFOM,simple,y + WBM * EFBM,y Where weights are by default are 50% (i.e. WOM = WBM =0.5) Project emission calculation In the project activity, with decelerating of elevator car, energy regeneration takes place and the regenerated energy is used by other accelerating elevator cars or other building

equipments. So the project emissions are the emissions equivalent to actual energy consumed by elevator cars which is difference between total electrical energy consumed and the electrical energy regenerated by elevator cars. There are total of 358 elevators installed under phase-III. And approximate energy consumed by each elevator is 2810 KWh per year . Regenerated energy per car is 203 KWh per year. Total Energy consumed = 2.810 *358 =1005.98 MWh Total regenerated energy = 0.203 * 358 = 72.674 MWh Electricity baseline emission factor is calculated to be 75 t CO2 / MWh Baseline emission = Total energy consumed * Baseline Emission factor = 1005.98 * 75 = 75448.5 tonnes Project emission = (Total energy consumed Total regenerated energy) * Baseline emission factor = 69997.95 tonnes Emission reduction = 5450.55 tonnes

Benefits of new system for DMRC The new system with regenerative technique has brought many benefits for DMRC. First of all it regenerates energy therefore there is significant reduction of around 7.22% in energy consumption. There is significant carbon dioxide emission reduction (5450.55 tonnes per year) which makes the project environment friendly. With new technologies, there is also increment in comfort for users. The benefits include smooth motion, less vibration, less noise, various safety measures. There are lots of benefits of using permanent magnet synchronous machine like compact size, better efficiency etc. Also since the drive system is gearless, so less maintenance is required and also there is reduction in complexity of drive machinery system. And since these are machine room less elevators, some space is also saved by putting all the components in the shaft itself.

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