COPON

COPON is a seasonal performance factor for the heat pump that includes electricity of the backup heater. COPON is calculated by the total electricity used by the heat pump and the backup heater over the total heat demand of the building. (LhpC_tp*COPC_tp+resC_tp)/LhsysC_tp  
SCOP is a seasonal performance factor which unlike COPON, also includes the electricity consumption of auxiliary energy for the heat pump operating in thermostat off mode, off mode and crankcase heater mode.  
The energy of the backup heater is included in all seasonal performance factors that results from the excel-calculation sheet.
The annual electricity consumption split up in supplementary heating, heat pump operation and auxiliary heating is given from the calculations.  
The annual carbon emission and label energy class is also result of the calculations

Description of evaluated

Description of evaluated field measurements 3.1.1 Fraunhofer The Fraunhofer-Institute for Solar Energy Systems ISE is running two large field monitoring project including approximately 200 heat pumps in total. The heat pump efficiency project includes approximately 110 installed heat pumps with a heating capacity of 5-10 kW. In the Replacement of Central Oil boilers with Heat Pumps in Existing Building Project 75 heat pumps are included. The heat pump types included are air to water, ground source and water to water heat pumps. In this study two heat pump producers, IVT and Nibe, have provided the project with data based on the field measurements in the Fraunhofer study. 3.1.1.1 Measured parameters Table 1 gives an overview of the parameters normally measured in the Fraunhofer field measurements. Exactly what parameters tested might differ from test site to test site. For some test sites additional equipment are measured as well. Examples of such equipment are circulation pumps or control equipment

Reference 1

Reference 1 gives cooling load temperature differences (CLTD) for several latitudes, months, time of day, and building wall orientations.  These CLTD values are based on 78F indoors and 95F maximum outdoor temperatures.
In the heating degree day (DD) method, a no load outside temperature (65F)  is used as a base at which no heating or cooling is required.  At any outside temperature below 65F, a building will need heating and the number of degree days is the difference between 65F and the outside temperature.  For example, in November, if the outside average temperature is 50F, there are 15 degree days for that day.  For 30 days at 50F, there 450 DD.  The DD for the entire heating season September through May are given for various cities in Reference 4. Course Summary
© Gary D. Beckfeld  Page 16 of 21
This course has presented the basic methods of evaluating building heat gains or losses for air conditioning or heating.  Heat conductivity and thermal resistance were reviewed. A numerical example of heat loads to a building was described including external and internal heat sources.  Both sensible heat and latent heat loads were discussed.  The air conditioning process including ventilation was presented in a diagram of a psychrometric chart.  Cooling load tonnage was found and air handler flow and pressures discussed.  An air distribution duct sizing method was detailed. Finally, the methods of cooling load temperature difference and heating degree days were reviewed.

General Concepts

General Concepts
Energy provided by the fan creates a motive force,or pressure,divided into two components: static pressure and dynamic pressure as defined below. a) Static pressure, Ps, is the result of compressing fluid (air) within a duct. It is measured with reference to atmospheric pressure.Static pressure reaches a peak atthe fan unitand decreases throughoutthe ductdue to frictional pressure losses and declines to almostzero atthe exit.The same occurs in the exhaust duct, although in this case the value is negative. It is ‘positive’ during suction and ‘negative’during ‘discharge’.
b)Dynamic pressure, Pd, is the energy component due to fluid velocity and is calculated using following formula:
Where: r=airflow density (kg/m2) v=airflow velocity (m/s)
Dynamic pressure is always positive.The velocity varies with changes in duct geometry, size etc along the ductlength,as the air mass atany pointin time is the same throughoutthe duct.This is the case until its exitpointor when air is distributed into various branches of the ductnetwork.
c) Total pressure, Pt, is the algebraic sum of Ps + Pd.P t is positive in supply duct and negative in the discharge duct.
Units and measuring equipments
The international unitof pressure is the Pascal (1Pa = 1N/m2). However,calculations relating to pressure in HVAC systems is conventionally expressed in mm of manometer hydrostatic head.The conversion factor is 1 mmwg= 9.81 Pa (‘mmwg’,or sometimes expressed ‘mmca’,is the measurementin millimetres of water measured in the manometer).
The instrument for such measurements is the Pitot-Static Tube,illustrated in the adjacentfigure.
6.2Pressure losses
The movementof the air (akin to the movementof a fluid) inside ducts causes two types of pressure loss:friction losses and dynamic losses.
a) Pressure losses by friction
Frictional losses are influenced by the viscosity of a fluid (in this case,air),changes in the direction of the air and the behaviour of air molecules as part of the turbulent effect;‘normal’operating conditions in HVAC systems.
Losses take place along the length of the ductand are expressed in Pa/m or mmwg/m (total pressure by the length of the duct).
The formulaic calculation ofthe pressurelosses is complex,since itdepends on a considerable number of factors including exponential equations,established by Darcy-Weisbach and Colebrook.These formulae can be calculated with computing tools and the appropriate software.
If no software is available,a more convenient method is to use friction graphs already created to describe a duct’s geometry. Material type (using only the friction coefficient), air conditions of density and temperature,as well as the atmospheric pressure are also taken into account.
If considering another type of installation,corrective factors have to be applied to the data from the graph,which provide values for the real pressure losses of the system.
Pressurelosses in ISOVER’sglass wool ductboards
Laboratory investigations and practical experience of duct assemblies with diverse cross-section sizes and types haveestablished the following: •Real pressure losses are practically equal to the theoretical values predicted by ASHRAE’s friction graphs for cylindrical galvanized metal ducts,for air speeds from 0to15m/s. •Elbows with two 135º-angles,thatis to say,those made from straightductsections,have similar or slightly inferior pressure losses compared to curved elbows made of glass wool ductboards

Avoid extremes of temperature

Avoid extremes of temperature. Do not place in
direct sunlight or near air conditioning vents.
Make sure the scale is located on a strong table and
free from vibration.
Avoid unstable power sources. Do not use near large
users of electricity such as welding equipment or
large motors. Do not mix batteries and use only the
factory approved power adapter supplied with the
machine. Do not use batteries and the AC adapter at
the same time.
Keep free from vibration. Do not place near heavy or
vibrating machinery.
Avoid high humidity that might cause condensation.
Keep away from direct contact with water. Do not
spray or immerse the scales in water.

Integrated Design

Integrated Design
The HVAC system must be considered in the early schematic design phase to achieve optimal
performance in an energy efficient house. During the schematic phase, the design team needs to
allocate adequate space for the equipment and ducts while identifying principal potential
conflicts between the building’s structure and the HVAC system. Decisions made during the
early design phase will be critical to the successful performance of the HVAC system.
Locating the HVAC equipment centrally within the house is an early design consideration with
many benefits for the performance of the system and implications for the space planning in the
house. Locating the equipment centrally will allow for shorter duct runs with similar lengths,
which can lead to a better balanced system and improved performance. Centrally located
equipment with shorter duct runs also facilitates running ducts to interior walls with the high
performance strategy of more efficient high sidewall diffusers aimed at the exterior walls.
An energy efficient house utilizes strategies to keep all ductwork inside the thermal boundaries
of the house. Keeping all ductwork inside thermal boundaries will eliminate losses to the outside
of the building enclosure but may require the use of soffits that reduce ceiling heights or chases
that must be designed with the floor plan flow.
A preliminary layout of the duct system can be made on the floor plan, taking into consideration
the performance criteria. By considering a preliminary duct layout, early accommodations can be
made in the framing plan as needed.
Floor systems are a commonly used element to run duct systems within the thermal boundary,
particularly in multistory houses. Creating chases deliberately when designing the floor plan
layout will allow the HVAC system to perform as designed. Considering the location of
horizontal and vertical chases early in the design can decrease the level of complexity in the duct

Special category s

I.2.1.1.2 Special category spaces are to be equipped with forced ventilation capable of effecting at least
10 air changes per hour. Special category spaces are closed vehicle decks on passenger ships to which
the passengers have access.
I.2.1.1.3 During loading and unloading periods an increased air change rate of 20 air changes per hour
is to be provided 8.
I.2.1.2 Performance and design of ventilation systems
I.2.1.2.1 In passenger ships, the power ventilation system of the space shall be separate from other
ventilation systems and shall be in operation at all times when vehicles are in such spaces. Ventilation
ducts serving such cargo spaces capable of being effectively sealed shall be separated for each such
space. The system shall be capable of being controlled from a position outside such spaces.
I.2.1.2.2 On passenger ships, a fan failure (monitoring of motor fan switching devices is sufficient) or
failure related to the number of air changes specified for vehicle decks and holds shall be alarmed on the
bridge.
I.2.1.3 Closing appliances and ducts
Ventilation ducts, including dampers shall be made of steel. In passenger ships, ventilation ducts that
pass through other horizontal zones or machinery spaces shall be "A-60" class steel ducts constructed in
accordance with D.5.3.

Additional Rules for Passenger Vessels

Additional Rules for Passenger Vessels
I.1 General
I.1.1 Application
These Rules are applied in additional to the Rules of D. to E.
I.1.2 Means of control
All controls indicated in D.7.2 as well as means of control for permitting release of smoke from machinery spaces
are to be located at one control position or grouped in as few positions as possible. Such positions are to
have a safe access from the open deck.
I.1.3 Ventilation ducts
Where in a passenger ship it is necessary that a ventilation duct passes through a main vertical zone
division, a fail-safe automatic closing fire damper shall be fitted adjacent to the division. The damper shall
also be capable of being manually closed from each side of the division. The operating position shall be
readily accessible and be marked in red light-reflecting colour. The duct between the division and the
damper shall be of steel or other equivalent material and, if necessary, insulated to the same standard as
the penetrated division. The damper shall be fitted on at least one side of the division with a visible indicator
showing whether the damper is in the open position.

The design of mechanical

The design of mechanical exhaust ventilators has to comply with D.6
H.2.6 A fan failure (monitoring of motor fan switching devices is sufficient) shall be alarmed on the
bridge.
H.2.7 Inlets for exhaust ducts are to be located within 450 mm above the vehicle deck. Outlets are to
be located in a safe position, having regard to sources of ignition near the outlets.
H.3 Closing appliances and ducts
H.3.1 Arrangements shall be provided to permit a rapid shutdown and effective closure of the ventilation
system from outside of the space in case of fire, taking into account the weather and sea conditions.

Access routes to the controls for closure of the ventilation system “permit a rapid shutdown” and adequately
“take into account the weather and sea conditions” if the routes:
 are clearly marked and at least 600 mm clear width;
 are provided with a single handrail or wire rope lifeline not less than 10 mm in diameter, supported
by stanchions not more than 10 m apart in way of any route which involves traversing a deck exposed
to weather; and
 are fitted with appropriate means of access (such as ladders or steps) to the closing devices of
ventilators located in high positions (i.e. 1.8 m and above).
Alternatively, remote closing and position indicator arrangements from the bridge or a fire control station
for those ventilator closures are acceptable.

H.2 Performance and design of ventilation systems

H.2 Performance and design of ventilation systems
H.2.1 In cargo ships, ventilation fans shall normally be run continuously whenever vehicles are on
board. Where this is impracticable, they are to be operated for a limited period daily as weather permits
and in any case for a reasonable period prior to discharge, after which period the ro-ro or vehicle space
shall be proved gas-free. One or more portable combustible gas detecting instruments are to be carried
on board for this purpose.
H.2.2 The system shall be entirely separate from other ventilating systems. Ventilation ducts serving
ro-ro or vehicle spaces shall be capable of being effectively sealed for each cargo space. The system
shall be capable of being controlled from a position outside such spaces.
H.2.3 The ventilation system shall be such as to prevent air stratification and the formation of air
pockets.
H.2.4 An independent power ventilation system is to be provided for the removal of gases and vapours
from the upper and lower part of the cargo space. This requirement is considered to be met if the
ducting is arranged such that approximately 1/3 of the air volume is removed from the upper part and 2/3
from the lower part. Supply ventilation may be natural and be introduced into the cargo spaces at the top
of these spaces.

This does not prohibit

Note
This does not prohibit ventilators from being fitted with a means of closure as required for fire protection
purposes under SOLAS, Chapter II-2, Regulation 5.2.1.1.
F.5.5 If fans of electrical explosion protection type are required, the fan openings on deck are to be
fitted with fixed protective screens with mesh size not exceeding 13 mm.
F.5.6 The fans of electrical explosion protection type must be of non-sparking design, see D.6.2 and
D.6.3
F.5.7 For the area around ventilation openings requiring explosion protection see F.1 and F.2.
F.5.8 For cargoes emitting toxic gases or vapours the ventilation outlets shall be arranged away
from living quarters on or under deck.
F.5.9 If adjacent spaces are not separated from cargo spaces by gastight bulkheads or decks, then
they should be considered as part of the enclosed cargo space and the ventilation requirements should
apply to the adjacent space as for the enclosed cargo space itself.

If fans of electrical

F.4.3 If fans of electrical explosion protection type are required, the fan openings on deck are to be
fitted with fixed protective screens with mesh size not exceeding 13 mm.
F.4.4 The fans of electrical explosion protection type must be of non-sparking design, see D.6.2 and
D.6.3.
F.4.5 For the area around ventilation openings requiring explosion protection, see F.1 and F.2.
F.4.6 If adjacent spaces are not separated from cargo spaces by gastight bulkheads or decks, then
they should be considered as part of the enclosed cargo space and the ventilation requirements should
apply to the adjacent space as for the enclosed cargo space itself.
F.4.7 For open top container holds the mechanical ventilation is interpreted to be required only for
the lower part of the cargo hold for which purpose ducting is required.
F.5 Solid dangerous goods in bulk and materials hazardous only in bulk
F.5.1 The requirements on the capacity of the ventilation system, the certified safe type of electrical
explosion protection, the electrical protection and mechanical design are summarised in the GL Rules for
Machinery Installations (I-1-2), Section 12, Q, Table 12.11 and are related to the requirements indicated

If mechanical

F.5.2 If mechanical or natural ventilation is required the ducting is to be arranged such that the
space above the cargo can be ventilated and that exchange of air from outside to inside the entire cargo
space is provided. The position of air inlets and air outlets shall be such as to prevent short circuiting of
the air. Interconnection of the hold atmosphere with other spaces is not permitted.
F.5.3 If mechanical ventilation required portable fans may be used instead of fixed ones. If so, suitable
arrangements for securing the fans safely are to be provided. Electrical connections are to be fixed
and expertly laid for the duration of the installation. Details are to be submitted for approval.
F.5.4 If continuous ventilation is required a ventilation system which incorporates at least two powered
fans with a capacity of at least three air changes per hour each based on the empty cargo hold is to
be provided. The ventilation openings shall comply with the requirements of the Load Line Convention, for
openings not fitted with means of closure. According to ICLL, Regulation 19(3) the openings shall be
arranged at least 4.50 m above deck in position 1 and at least 2.30 m above deck in position 2.