da intro to lift traffic analysis.doc

7/24/2019 Da intro to lift traffic analysis.doc

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UNIVERSITY OF HONG KONGDepartment of Electrical & Electronic Engineering

ELEC 3105 2010 Building Services

INTRODUCTION TO LIFT TRAFFIC ANALYSIS

(!is section on lift traffic anal"sis is ta#en from lecture notes prepared $" %r ' Lee

Consider !o) a lift completes a trip in a $uilding*1+ Lift opens doors and loads passengers at t!e main terminal

floor+

2+ !e lift closes door t!en accelerates, moves, and

decelerates to t!e 1ststop of car call+

3+ !e lift opens door for passengers to alig!t, t!en closes

door and repeat t!e steps for su$se-uent stops of car calls+

.+ !e lift closes door at t!e !ig!est stop of car call, t!en

accelerates, moves, decelerates $ac# to t!e main terminal

floor+

!e complete process is called a round trip+ !e time ta#en is

called t!e /ound rip ime, /+

Consider t!e )a" in )!ic! a single lift car circulates around a $uilding during uppea# trafficcondition *

lift car door opens at main terminal floor

passengers $oard t!e lift car lift car door closes car runs to first stopping floor going t!roug! acceleration, traveling at rated speed if

ac!ieva$le, deceleration and leveling ( door opens, passengers alig!t, door closes

o

o

repeat for an epected num$er of stopso

o

!ig!est stopping floor is reac!ed

o o

lift car epress runs to t!e main terminal floor going t!roug! acceleration, travelling atrated speed, t!en deceleration and leveling+

(*) If interfloor distance is too small, travel at rated speed may not occur.For lifts serving high zone only, the travel to the first stop traverses substantial lower floors, thus thelift may achieve rated (contract) speed for this first stop travel.

'++ C!an (4r+ Da of age Da 1 of 26


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(Adopted from CIBSE Guide D)

ROUND TRIP TIME

/ound rip ime (/ is t!e time )!ic! a lift car s!all use to complete one c"cle of travel, i+e+

from its opening of doors at t!e terminal floor, move and t!en $ac# to t!e terminal floor to open

t!e doors again+ !ilst depending on rated load, real time demand, lengt! of travel and num$er

of stops, / $et)een t)o and t!ree minutes are t"pical values+ / of epress lifts for one

specific floor is usuall" s!orter+

/ is not t!e same during uppea# period, general period, and do)npea# period+

CIBSE Guide D gives a model of round trip time based on the assumption that contact speed is

reached for a single jump, )!ile t!is is applica$le in man" cases, a model )as developed $" %r

' Lee at 7'8 to cater for t!e fact t!at contract speed is not reac!ed for !ig! speed lifts

fre-uentl" used in 7'+ !is model instead of t!e C%BSE model is presented in t!is set of lecture

material+



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Assumptions

!e calculation of round trip time relies on a num$er of assumptions*

1 !e $usiest traffic is t!e morning 5minute uppea#2 !e traffic profile is ideal

3 9ll floors are e-uall" populated or present e-ual attraction

. %nterfloor !eig!ts are assumed e-ual

5 !e traffic supervisor" s"stem is assumed ideal

6 assengers arrive uniforml" in time (rectangular pro$a$ilit" function

: Lift car is ;0< loaded for eac! travel

; 9cceleration and deceleration are uniform (and possi$l" e-ual+ %n real lift, acceleration =

deceleration usuall"

> Lift car ?er#s up to rated acceleration (or deceleration instantl"+ (%n practice, ?er# is limited to

1+2m@s3or $elo) for t!e sa#e of passenger comfort

10 7eig!ts $et)een ad?acent possi$le stops are e-ual

11 Ao interference or floor call

12 arious lost times, suc! as passenger distur$ance, dispatc! intervals, loading intervals, etc+

are negligi$le, i+e+ passenger transfer times )ill $e $ris# and passengers do not mis$e!ave+

(Adopted from CIBSE Guide D)



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4at!ematicall", += timesstoptimesmoving!!++= timesstoptimesmovingdo"n"ardtimesmovingup"ard!!

/ up)ard (acceleration, moving at contract speed F deceleration F

Do)n)ard (acceleration, moving at contract speed F deceleration F

(door operating times F passenger transfer times

Ave!"e num#e o$ p!ssen"ers

%ndustr" eperts and consultants state in practice t!e lifts are not o$served to fill )it! passengersto t!e num$er permitted $" t!e name plate, $ut a lo)er value, particularl" in larger lifts+

%t is generall" accepted t!at t!e average num$er of passengers, , during an uppea# trafficcondition can $e ta#en as ;0< of t!e rated capacit", i+e+P % &'( CC)!ere CC is t!e contract capacit" of t!e lift in num$er of persons+

'++ C!an (4r+ Da of age Da . of 26


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E)pe*te+ num#e o$ stops, S

Basset GHAES in 1>23 pu$lis!ed a met!od of calculating t!e epected num$er of stops for floors)it! e-ual populations

1a !e pro$a$ilit" t!at one passenger )ill leave t!e lift at an" particular floor isA

1, )!ere A

is t!e num$er of floors a$ove t!e main terminal

1$ !erefore t!e pro$a$ilit" of one passenger )ill not leave t!e lift at an" particular floor is

A

11

2a %t is assumed t!at eac! passenger is independent of all ot!ers, so t!e pro$a$ilit" t!at AH

passenger from a lift containing passengers )ill leave t!e lift at an" particular floor is

P

N

11

2$ 7ence t!e pro$a$ilit" t!at a stop )ill $e made at an" particular floor is

#

$

111

3 !e epected num$er of stops, S, for A floors )ill t!us $e

=

#

$$S

111



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E)pe*te+ -i"-est eves!. $.oo, H

1a !e pro$a$ilit" t!at one passenger )ill leave t!e lift at an" floor is A

1

1$ 7ence t!e pro$a$ilit" t!at one passenger )ill AH leave t!e lift at an" floor isA

11

1c !e pro$a$ilit" t!at AH passenger )ill leave t!e lift at an" given floor is

P

N

11

)!ere is t!e num$er of passengers in t!e lift car

2 !e pro$a$ilit" t!at t!e lift )ill travel no !ig!er t!an t!e it!

floor is e-ual to t!e pro$a$ilit"t!at no passenger leaves t!e lift at t!e

At!, (A1t!, (A2t!, I++and (iF1t!floors+

!is can $e )ritten as

P

N

11

P

1-N

11

P

2-N

11 I++

P

2i

+

11

P

1i

+

11

#

ii$$$

+

+

=1

11

2

11+++++

2

11

1

11

11

1(i

i(

2(i

1(i++++

2(A

3(A

1(A

2(A

A

1(A

++

+

#

$

i

=

3 Ao) pro$a$ilit" t!at it!floor is t!e !ig!est floor attained is e-ual to

pro$a$ilit" t!at t!e lift travels no !ig!er t!an t!e it!floor

minus

pro$a$ilit" t!at t!e lift travels no !ig!er t!at t!e (i1t!floor, viJPP

N

1-i

N

i



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. 7ence t!e average !ig!est floor reac!ed, 7, is

==

PP

N

1-i

N

iiH

N

1i

!us 7

A

0(

A

1(

F#

A

1(2

A

2(2

P

N

)2

(3)N

3(3

P +

////''

A

.A(3A(

A

3A(3A(

+

A

3A(2A(

A

2A(2A(

+

A

2A(1A(

A

1A(1A(

+

#

$

$$

$$

1(

A(

+

!erefore

####

$

$

$

$

$

$

$$%

1(

2(

3(++++

2(

A

1(

=

or

=

=

1

1

$

i

#

$

i$%

(%t is reported t!at t!e a$ove uniform pro$a$ilit" distri$ution function )as first proposed $"Sc!roeder in 1>55+

C%BSE pu$lis!ed ta$le (2+13 s!o)ing 7 and S for different values of A and in Kuide D+alues of 7 and S are s!o)n overleaf+

'++ C!an (4r+ Da of age Da : of 26


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!e follo)ing ta$le s!o)s values calculated for 7 and S+ !ose !ig!lig!ted in red are s!o)n in a$le 2+13 of C%BSE Kuide D

CC 5 6 8 10 12 16 18 20 24 28 30

P 4.0 4.8 6.4 8.0 9.6 12.8 14.4 16.0 19.2 22.4 24.0

N H S H S H S H S H S H S H S H S H S H S H S

4 3.6 2.7 3.7 3.0 3.8 3.4 3.9 3.6 3.9 3.7 4.0 3.9 4.0 3.9 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0

5 4.4 3 .0 4.6 3.3 4.7 3.8 4.8 4.2 4.9 4.4 4.9 4.7 5.0 4.8 5.0 4.9 5.0 4.9 5.0 5.0 5.0 5.0

6 5.2 3 .1 5.4 3.5 5.6 4.1 5.7 4.6 5.8 5.0 5.9 5.4 5.9 5.6 5.9 5.7 6.0 5.8 6.0 5.9 6.0 5.9

7 6.1 3 .2 6.2 3.7 6.5 4.4 6.6 5.0 6.7 5.4 6.8 6.0 6.9 6.2 6.9 6.4 6.9 6.6 7.0 6.8 7.0 6.8

8 6.9 3 .3 7.1 3.8 7.4 4.6 7.5 5.3 7.6 5.8 7.8 6.6 7.8 6.8 7.9 7.1 7.9 7.4 7.9 7.6 8.0 7.7

9 7.7 3 .4 7.9 3.9 8.2 4.8 8.4 5.5 8.6 6.1 8.7 7.0 8.8 7.3 8.8 7.6 8.9 8.1 8.9 8.4 8.9 8.5

10 8.5 3.4 8.7 4.0 9.1 4.9 9.3 5.7 9.5 6.4 9.7 7.4 9.7 7.8 9.8 8.1 9.9 8.7 9.9 9.1 9.9 9.2

11 9.3 3.5 9.6 4.0 10.0 5.0 1 0.2 5.9 1 0.4 6.6 10.6 7.8 1 0. 7 8 .2 1 0.7 8.6 1 0.8 9.2 10.9 9.7 10.9 9.9

12 1 0. 1 3 .5 10.4 4.1 10.8 5.1 11.1 6.0 11.3 6.8 11.5 8.1 11.6 8.6 11.7 9.0 11.8 9.7 11. 8 1 0. 3 11. 9 10 .5

13 1 0. 9 3 .6 11.2 4.1 11.7 5.2 12.0 6.1 12.2 7.0 12.5 8.3 1 2. 6 8 .9 12.6 9.4 12.7 10.2 1 2.8 1 0. 8 12 .8 11. 1

14 11.7 3.6 12.1 4.2 12.6 5.3 12.9 6.3 13.1 7.1 13.4 8.6 1 3. 5 9 .2 13.6 9.7 13.7 10.6 1 3.8 11.3 13 .8 11. 6

15 1 2. 5 3 .6 12.9 4.2 13.4 5.4 13.8 6.4 14.0 7.3 14.3 8.8 1 4. 4 9 .4 14 .5 1 0. 0 1 4. 7 11. 0 1 4.7 11.8 14 .8 1 2. 1

16 1 3. 3 3 .6 13.7 4.3 14.3 5.4 14.7 6.5 14.9 7.4 15.3 9.0 1 5. 4 9 .7 15 .5 1 0. 3 1 5. 6 11. 4 1 5.7 1 2. 2 15 .7 1 2. 6

17 1 4. 1 3 .7 14.5 4.3 15.2 5.5 15.6 6.5 15.8 7.5 16.2 9.2 1 6. 3 9 .9 16 .4 1 0. 6 1 6. 6 11. 7 1 6.7 1 2. 6 16 .7 1 3. 0

18 1 4. 9 3 .7 15.4 4.3 16.0 5.5 16.5 6.6 16.8 7.6 17.1 9.3 17.3 10.1 1 7. 4 1 0. 8 1 7. 5 1 2. 0 1 7.6 1 3. 0 17 .7 1 3. 4

19 1 5. 7 3 .7 16.2 4.3 16.9 5.6 17.4 6.7 17.7 7.7 18.1 9.5 18.2 10.3 1 8. 3 11. 0 18. 5 1 2. 3 1 8.6 1 3. 3 18 .6 1 3. 8

20 1 6. 5 3 .7 17.0 4.4 17.8 5.6 18.2 6.7 18.6 7.8 19.0 9.6 19.1 10.4 1 9. 3 11. 2 19. 4 1 2. 5 1 9.6 1 3. 7 19 .6 1 4. 2

21 1 7. 3 3 .7 17.9 4.4 18.6 5.6 19.1 6.8 19.5 7.9 19.9 9.8 20.1 10.6 2 0. 2 11. 4 20. 4 1 2. 8 2 0.5 1 4. 0 20 .6 1 4. 5

'++ C!an (4r+ Da of age Da ; of 26


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CC 5 6 8 10 12 16 18 20 24 28 30

P 4.0 4.8 6.4 8.0 9.6 12.8 14.4 16.0 19.2 22.4 24.0

N H S H S H S H S H S H S H S H S H S H S H S

22 1 8. 1 3 .7 18.7 4.4 19.5 5.7 20.0 6.8 20.4 7.9 20.9 9.9 21.0 10.7 2 1. 1 11. 5 21. 3 1 3. 0 2 1.5 1 4. 2 21 .5 1 4. 8

23 1 8. 9 3 .7 19.5 4.4 20.4 5.7 20.9 6.9 21.3 8.0 21.8 10.0 22.0 10.9 2 2. 1 11. 7 22. 3 1 3. 2 2 2.4 1 4. 5 22 .5 1 5. 1

24 1 9. 7 3 .8 20.3 4.4 21.2 5.7 21.8 6.9 22.2 8.0 22.7 10.1 22.9 11.0 2 3. 0 11. 9 23. 2 1 3. 4 2 3.4 1 4. 7 23 .5 1 5. 4

28 22.9 3.8 23.7 4.5 24.7 5.8 25.4 7.1 25.8 8.3 26.4 10.4 26.6 11.4 26.8 12.4 27.1 14.1 27.2 15.6 27.3 16.3

30 24.5 3.8 25.3 4.5 26.4 5.9 27.1 7.1 27.6 8.3 28.3 10.6 28.5 11.6 28.7 12.6 29.0 14.4 29.2 16.0 29.2 16.7

32 26.1 3.8 27.0 4.5 28.2 5.9 28.9 7.2 29.5 8.4 30.1 10.7 30.4 11.7 30.6 12.7 30.9 14.6 31.1 16.3 31.2 17.1

33 26.9 3.8 27.8 4.5 29.0 5.9 29.8 7.2 30.4 8.4 31.1 10.7 31.3 11.8 31.5 12.8 31.8 14.7 32.0 16.4 32.1 17.2

38 30.9 3.8 31.9 4.6 33.4 6.0 34.3 7.3 34.9 8.6 35.7 11.0 36.0 12.1 36.2 13.2 36.6 15.2 36.8 17.1 36.9 18.0

'++ C!an (4r+ Da of age Da > of 26


10/25



oisson ro$a$ilit" Distri$ution vs rectangular pro$a$ilit" distri$ution!e a$ove derivation of 7 and S assumed t!at passengers arrived at a constant interarrivalinterval (according to t!e particular level of arrivals eisting and t!at t!e lift arrival at a constant

interval to ta#e t!e intending passengers to t!eir destinations+

%n practice passengers do not convenientl" arrive in $atc!es e-ual to ;0< of t!e rated carcapacit" nor do t!e" register t!e same num$er of destinations during eac! trip+ !e effect of t!israndomness is to cause t!e lifts to ta#e different times to carr" out a round trip and t!e" $ecomeunevenl" spaced+ !is effect is called $unc!ing+

!e overall passenger average )aiting times )ill increase and -ueues develop+

%t is generall" accepted t!at passengers arrive into a lift s"stem according to t!e oissonpro$a$ilit" t!eor"+ or# $" 9leandris (1>:5 confirmed t!at oisson distri$ution must $e a

good approimation to t!e actual empirical distri$ution+

It *!n #e s-o0n t-!t t-e Poisson po#!#i.it1 +isti#ution $un*tions 0i.. !.0!1s "ive sm!..eH !n+ S t-!n t-!t o#t!ine+ #1 t-e e*t!n"u.! po#!#i.it1 +isti#ution' T-!t is to s!1, t-ee2u!tions $o H !n+ S !#ove !.0!1s 1ie.+ moe *onsev!tive esu.ts !n+ t-us !e use+ inmost +esi"n -!n+#oo3s'

Ave!"e p!ssen"e t!ns$e time!he average passenger transfer time (entr& or e'it) can be taen as *+ seconds each "a&* !istime could $e reduced for single cars, $ut increased for groups+ !e time ma" $e increased forsmall door openings and reduced for large door openings+

or situations )!ere passengers are elderl", or !ave no reason to rus!, t!e transfer time s!ould $eincreased to 2 seconds+

%SH .1>06 considers a passenger transfer time of 1+:5 seconds suita$le for residential $uildings+



11/25



Doo ope!tin" timesCentre opening doors open and close more -uic#l" and t!e s"mmetrical reaction against t!e car

frame reduces s)a"+ Side opening door ta#es more time $ecause it !as to open t!e full )idt!+

!e door operator and its control must meet t!e follo)ing re-uirements*

t!e opening and closing speeds must $e independentl" ad?usta$le,

for !ig! performance lifts, t!e opening and closing speeds must $e automaticall" ad?usta$le

according to prevailing traffic conditions at t!e floor,

safet" edges must $e fast acting and tolerant of mec!anical impact+

9dvanced opening is a timesaving feature )idel" used in office $uildings to improveperformance+ !is allo)s t!e doors to commence opening once t!e car speed is $elo) 0+3m@sand t!e lift is )it!in t!e door Jone (t"picall" 100mm, maimum 200mm 7o)ever, it can

$e distur$ing to elderl" users and ma" not $e suita$le in some $uildings+

!&pical door closing and opening times,

Door "pe

Hpening and closing times forstated door )idt!, seconds

9dvanceopening

Aormalopening

Closing

0+;m 1+1m 0+;m 1+1m 0+;m 1+1m

Side opening 1+0 1+5 2+5 3+0 3+0 .+0

Biparting 0+5 0+; 2+0 2+5 2+0 3+0

(Adopted from table -*. of CIBSE Guide D)



12/25



onesLetMs consider a !ig! rise $uilding, sa" 36 floors a$ove t!e main terminal floor )it! 12 lifts+

e ma" divide t!e num$er of lifts into Jones, 1 Jone, 2 Jones, 3 Jones,I++ 12 Jones etc+correspondingl" t!ere )ill $e 12 lifts, 6 lifts, . lifts, I++ 1 lift per Jone+ %ndeed t!ere is no rulesa"ing t!at eac! Jone !as t!e same num$er of floorsN nor eac! Jone !as t!e same num$er of lifts+Hur concern is )!et!er t!e lift design of eac! Jone can provide satisfactor" service+

!e Jones limit t!e num$er of floors served, t!us limits t!e num$er of possi$le stops, and sos!orten t!e door operating times and some of t!e lift travel times+

%n eac! of t!e upper Jones, t!e lifts are provided )it! an initial ?ump of G num$er of floors, andt!e first ?ump as GF7@S num$er of floors+ So its complete travel s!all $e GF7 num$er of floors+

!e provision of Jones is etremel" common in commercial $uildings, $ut less common in !oteland !ospitals+ !e common Jone arrangement is to optimiJe a siJe of continuous floors to t!esame Jone+ Hften, t!e upper Jones !ave relativel" smaller num$er of floors so t!at t!e saving instop times ma" counter$alance t!e effect of t!e longer travel+

%n 7ong 'ong, $ecause residential $uildings are !ig! rise, t!e provision of Jones is alsocommon+ Oet due to a relativel" small num$er of lifts, a staggeredfloor arrangement for t!eJones is common+ !is provides an advantage t!at )!en one set of lifts is not )or#ing, still t!eresidents do not !ave to )al# up man" floors )!en using t!e ot!er set of lifts+

9lt!oug! t!e provision of Jones lo)ers t!e /, $ut )it! a fied num$er of lifts, Joningdecreases num$er of lifts in eac! Jone, so t!e )aiting time at t!e main terminal floor s!ould ingeneral increases+

Ao)ada"s, for ver" tall $uildings, it is common to use Epress or S!uttle Lifts to ta#e topfloorpassengers to a transit floor for t!eir lift Jones+ !is provision s!all modif" / and grade ofservices+ 9lso t!e use of dou$ledec# lifts is $ecoming common+



13/25



'++ C!an (4r+ Da of age Da 1. of 26


14/25



Contract speed and accelerationor ne) !ig! rise commercial $uildings, contract speed $et)een . and ;m@s is common, )it!acceleration and deceleration up to 1+2m@s2and 1m@s2respectivel"+ Deceleration a$ove 1 m@s2

and ?er# a$ove 1+2 m@s3

)ill cause discomfort to passengers+ or residential $uildings, contractspeed is usuall" slo)er, )!ile acceleration and deceleration are more or less t!e same+

H$serve from t!e C%BSE ta$le 2+13 t!at )it! A less t!an 15 and more t!an 10, an average?ump, i+e+ 7@S, is less t!an 2 floors+

!e first ?ump ma" reac! contract speed in upper Jones $ecause t!e longer distance ma#esacceleration to t!at speed possi$le+ 7o)ever, for su$se-uent ?umps, t!is is seldom possi$le+ osimplif" calculation, it is assumed t!at eac! su$se-uent ?ump is an average ?ump*

9verage !ig!est travel 7 floor !eig!t

Epected num$er of stops S!us average ?ump 7@S floor !eig!t

!en !eig!ts of floors are irregular, t!en ad?ustment to t!e calculation s!ould $e made+ oreample, t!e main terminal floor is usuall" taller t!an t!e rest of t!e $uilding+ urt!ermore, in!ig! rise $uildings, t!ere ma" $e mec!anical floors to !ouse $uilding services e-uipment orrefuge floor to in!i$it spread of fire $et)een sections of floors+



15/25



/ecall mat!ematicall",

/ up)ard (acceleration, moving at contract speed F deceleration F

do)n)ard (acceleration, moving at contract speed F deceleration F

(door operating times F passenger transfer times

or simplicit", assume t!at acceleration deceleration a m@s2

+

rom t!e principle of linear motion, assuming t!at t!e lift is a$le to reac! rated acceleration

instantl", t!e time needed for a lift to accelerate to contract speed isa

v+ !e distance travelled in

t!is acceleration period is t!usa

v

2

2

+ %f a lift is a$le to reac! contract speed in a ?ump, t!e

distance, d, must $e greater t!an or e-ual to t)ice of t!is, i+e+a

v2

+ !is implies t!at a lift )ill not

reac! contract speed in a ?ump if

da

v

>

2

i+e+a

d

a

v>

1 ime for lift to reac! first stop

a+ 9ssume t!at t!e lift )ill reac! contract speed in t!e ?ump to t!e first stop+

!e time needed for a lift to accelerate to contract speed isa

v+ !e distance travelled

in t!is acceleration period is t!usa

v

2

2

+

Similarl", t!e time needed for t!e lift to decelerate from contract speed to stop isa

v+

!e distance travelled in t!is deceleration period is t!usa

v

2

2

+

Ao) t!en t!e lift !as to travel

a

vd

22

2

at contract speed, if d is t!e total distance

of ?ump+ !e total time for t!is ?ump is t!us



16/25



+

a

v

v

a

vd

22

22

, on rearranging t!is term $ecomes

v

d

a

v+

Ao) t!e distance t!at t!e lift !as to travel in t!e first ?ump is t!e G floors F t!e first

average interfloor ?ump, i+e+S

%, meaning t!e total distance is fd

S

%/

+ + !erefore

time for lift to reac! first stop if contract speed is reac!ed in t!e first ?ump $ecomes*

++

v

dS

%/

av

f

!e criteria for ?udging if t!e lift is a$le to reac! contract speed is

a

dS

%/

a

v f

+

+020>

2000 =

!e arrival rate can $e estimated using ta$le 3+2 of C%BSE Kuide D+ %n t!is case letMs assume t!e

arrival rate as 15


22/25



Ao) /

time to ?ump to first stopF time to ?ump from first stop to su$se-uent stops t!en to !ig!est reversal floor

F time to epress return from !ig!est reversal floor to main terminal floor

F door operating times F passengers transfer time

9s 7 1>+., S 12+5

9verage ?ump distance is ( ) mdS

%f .+55+3

5+12

.+1>=

=

%t is o$vious t!at t!e lift )ill not reac! contract speed $et)een ?umps including t!e first ?ump

$ecause3+2

1

.+5

1

5==

>=a

dS

%

a

v f

!erefore time to ?ump to first stop

a

dS

%f

=2

1

5+3(5+12

.+1>

2

=

.+: seconds

ime for su$se-uent ?umps

( )

=a

dS

%

S

f

21

( )

=1

5+35+12

.+1>

215+12

53+6 seconds



23/25



ime to epress $ac# to main terminal( )

v

d%/

a

v f++=

( ).

5+3.+1>0

1

. ++=

21 seconds

Door operating times

( ) ( )co

ttS ++1

rom C%BSE Kuide D ta$le 3+;,

tH0+;, tC 3+0

!us door operating time

(12+5F1(0+;F3

51+3s

assenger transfer time

( )( )ul tt# +

1>+2 (1+2 F 1+2

.6+1s

/ .+: F 53+6 F 21 F 51+3 F .6+1 1:6+6s

8ppea# interval seconds.+:2.

6+1:6==

s

9verage 5minute uppea# !andling capacit"

persons:;23006+1:6

;+02.2. ==

ercentage population served in t!e 5minute uppea# interval

>+020>

2000

:;2=

=

Ao) uppea# interval is :+.s Q 20 seconds, t!us -ualit" of service seems to $e ecellent+

'++ C!an (4r+ Da of age Da 2. of 26


24/25



7o)ever, it can $e seen from a$ove calculation t!at t!e lift does not reac! contract speed ecept

)!en it epresses from t!e !ig!est reversal floor to t!e main terminal, )!ic! contri$utes less

t!an +116+1:6

21= of t!e /+

urt!ermore, 2. lifts in a group is etremel" confusing to passengers+

4oreover, )al#ing distance )it!in eac! floor and structural re-uirement for suc! a large area

ma" re-uire 2 lift cores+

!erefore, Joning must $e considered+



25/25



Not!tions

a acceleration@deceleration, m@s2

CC contract (rated capacit", persons

df average interfloor !eig!t

7 epected !ig!est reversal floor

G num$er of floor transit $efore t!e Jone

Gdf t!e distance t!e lift epress traveled $efore t!e reac!ing t!e Jone served

L num$er of lifts

A num$er of floors in t!e Jone a$ove main terminal

epected num$er of passengers (t"picall" ta#en as 0+; of CC

/ average round trip time

S epected num$er of stops

tc door closing time ($et)een 2s and .s depending on t"pes of doors, $ut slo)ert!an door opening time

to door opening time ($et)een 0+5s and 3s usuall", faster if advance opening is used

tl passenger loading time (usuall" ta#en as 1+2s

tu passenger unloading time (usuall" ta#en as 1+2s

87C average uppea# !andling capacit" (persons served in t!e 5minute uppea#

interval

8%A average uppea# interval

v Contract (rated speed, m@s

< H percentage of population served in t!e 5minute uppea# interval

1

1

da intro to lift traffic analysis.doc

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