Aironn Katalog Eng

8/19/2019 Aironn Katalog Eng

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S M OK E, EXHA U S T

AND PRESSURIZATION

SYSTEMS SOLUTIONS


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As you are well aware, everythng starts wth encouragement.

The demand that you wll rase for your own products

today wll promse the domestc goods to be of hgher qualty andmore reasonable day by day.

A naton that reles on ts own s the

one that has ganed the rght to lve.Turkey may only advance wth the development

of Turksh economy wth Turksh hands.

Buy Turksh goods, use Turksh goods.

Let Turksh Lra reman n Turkey.

M. K. Atatürk


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S M O K E , E X H A U S T

AND PRESSURIZATION

SYSTEMS SOLUTIONS


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A K

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L L I

J E T

FAN O T O M

A S

Y O N

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U Y G U L A M

A S

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CONTENTS page

AIRONN:

Dynamic Air Management 5

Jet Fan Ventilation Systems for Car Parks 55

System Components 79

Project Management Process 89

Pressurization system 101

Jet Fans 117

J- Smart 121

Axial Fans 125

Fan Selection Curves 141

Tests and Certifications 163

References 171


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1Aironn:

Dynamic Air Management


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Aironn commenced operations with the purpose of being the manufacturers

in ventilation industry and forming its manufacturer identity as a speciali-

zed establishment focused on fans. Aironn, which manufactures fire,

smoke, pressurization fans and jet fans as its primary product group,

started out with setting up a Research and Development department. The company

considered Research & Development as a universal culture and strengthened its

competitiveness through innovation.

It was certificated that the Aironn products, which were tested by the organization

named Applus having an internationally accredited fire resistance test laboratory,

could resist to 300 °C for 2 hours. Aironn Tubeaxial Fan and Jet Fan groups also

have EN 12101-3 CE certificate.

Research & Development Department is separated into two working groups specific

to the subject; Combustion Group and Fan Design Group.

CFD studies and distinctive fan blade designs of Fan Design Group are carried out

within the body of Aironn. Aironn Test Laboratory established at the beginning of

2011 by means of fan test tunnels designed within Aironn as per the standards ope-

rates in order to experientially carry out the performance verification tests of axial

Fans, Cell Fans and Jet Fans within their product range.

While planning the location and design of test tunnels, the installations were con-

ducted with the foresight of a potential influence from flows outside the channels..

In the disciplines of air craft and mechanical engineering at the levels of bachelorand master’s degrees, it is regularly checked if the values of fan performance mea-

surement realized by the expert engineers experienced in experimental aerodyna-

mics are in accordance with the verified numerical performance values.

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The department of ‘Fire-Fan Interaction and Analysis Laboratory’ based on optical

methods will also be set up in the developing test laboratory in near future.

Aironn analyzes through CFD the real interaction of axial fans, which will function in

the smoke exhaust shaft and fresh air shaft of jet fan system, at the time of indoor

fires and proposes solutions.

Aironn also realizes the automation services of its installed systems. J-Smart, which

is especially developed for jet fan automation, is an innovative practice. J-Smart also

brings along a significant advantage in terms of initial in-

vestment costs. Since it requires less cabling and material,

it provides 50 % savings on such costs. The jet fan can be

run at the required cycle between 0 & 100. The motors

consume 7 to 8 times more power in start-up compared to

their routine operation conditions. In J-Smart system, star-

ting current is less than 80 %. The facts that it can operate

at a cycle between 0 & 100 and the starting current is low

provide energy saving between 30 % and 50 %. As the motor is a soft start, mecha-

nical parts do not have difficulty which extends the life of the system. Motor runs

more silently. Since J-Smart system provides more data, it enables the control of the

system in a more versatile and proper manner.

Aironn invests in employing a professional team of engineers in order to keep the

customer satisfaction as high as possible. By taking the advantage of having advan-

ced production facilities, it meets customer demands fast and comes up with flexiblesolutions. Aironn, which can meet the expectations of the investors, mechanical

project office, implementation firm, control firm fast and be a solution partner if re-

quired, proves its customer oriented nature with post-sales services.

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We are proud of being a domestic manufacturer investing in researchand development.

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esearch and Development, which is the main principle

of production according to the mentality of Aironn,

closely follows up productivity, certification, technologi-

cal and scientific developments. In our CFD

(Computational Fluid Dynamics) studies, we use 2 CFD

codes; Ansys CFX and CFD Design. We can now explain

the real behaviour of Aironn brand axial smoke exhaust

and jet fans, which we manufacture thanks to CFD

codes, for the evacuation of smoke in case of indoor

fires as well as their real interaction with the ambient

fluid system. The study on ascertaining the location and capacity of axial and jet fans

can now be explained via CFD numerically as well, and our firm is able to provide

objective answers to the customers. Aironn, with its CFD codes, can at the same

time make distinctive fan blade designs within its structure.

Aironn has many car park projects that solved via CFD the real interraction of jet fan

system and axial fans, which work with the smoke exhaust shaft and fresh air shaft,

to the fluid by applying smoke evacuation systems in car-parks at the time of fire.

Research and Development is the priority of our company that gains more and more

experience day by day in order to respond in the most correct and fastest way to the

immediate solution seeking of the market and calculation restrictions. Research and

Development department within Aironn is divided into two special study groups as

Combustion Group and Fan Design Group. Carrying out analysis as to under which

circumstances the indoor geometry and fresh air suction trigger and weaken fire incase extinguishing system does not work in car-parks and enclosed spaces and

working on numerical methods are among the future goals of Combustion Group.

Fan design, on the other hand, is especially a sensitive subject that we pay special

attention to.

One of the mottos that we also adopted as our guidance is “There is no time and

cost difference between installing the pipe slanted or straight”. This might sound

simple to some, but is actually closely related to our fan design subject. In order to

improve the fluid system of our axial type smoke exhaust fans and jet fans, and

design fans which can function in line with the requirements of our customers, it is

required to improve the blades of the fans day by day.

R

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Research and Development, which is the main principle of production

for Aironn, means efficiency and following up the technological

and scientific developments by also applying them. Aironn does

the following study exampled below for all the equipment of fansproduced by Research and Development and Design team;

ANALYSIS OF STRAINS ON THE SHEET METAL PARTS AS PER

SHEET METAL BODY DESIGN AND LOAD PATTERN IN AXIAL

FANS THROUGH FINITE ELEMENT METHOD

SUMMARYIn this study; in various sheet metal body designs, various sheet metal thickness

values and various load patterns, effects on load carrier sheet metal parts are exa-

mined by using finite element method. 3 different body types are studied and by

using different metal sheet thickness values in these body types, the conditions of

metal sheet parts that form the construction according to the parallel and vertical

fan axis installations are examined under static load.

Interior diameter of the examined fan is taken as 1250mm. Fan motor is a smoke

exhaust motor with 45 kW power and has a temperature endurance of 300°C/2H.

Fan propeller has nine blades.

Solidworks is used for CAD modelling and ANSYS v14 Mechanical is used for finite

element modelling.

In the study; various bending angles, bending times and sheet metal thickness

values are observed and various strain and stress values of motor and fan hub carr-

ying parts are recorded. Through these analyses, whether different constructionsand different sheet metal thickness values are convenient for the load pattern is

revealed.

INTRODUCTIONFans are turbomachines which pressurize air and similar gases to make it flow through a

specific flow path. Generally, electric motors are used for driving fans. Fans consist of

Fgure 1 – Vew of motor and propeller of axal fans

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These sheet metal parts can be in various thicknesses, bending types and designs.

They are assembled to each other by welding and / or nuts & bolts to form the fan

body. The fan which is modelled has a cylindrical shaped outer body, 2 horizontal

ground assembly legs, 2 motor support legs and a motor carrying base.

propeller, motor and body. Propeller and motor are assembled to the body by sheet metal

parts. In other words; body is the carrier of motor and propeller by support sheet metal

parts.

Fgure 2 – Computer modeled vew of ax al fan

MODELLING3 different types of fan body were modelled. For cylindrical outer body, horizontal as-

sembly legs and motor support leg, the sheet thickness was taken as 4 mm. Two

different sheet thicknesses - 4 mm and 5 mm – were modelled for motor carrying

base. Various bending angles and extra bendings were tried for motor support leg.

Modelled fan bodies are;

Fgure 3 – Body structure of bendng angles of motor support legs for Type 1 fan body

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Fgure 4 – Addtonal bendngs on motor support leg for Type 2 fan body

Fgure 5 – Type 3 fan body and bendng angles of motor support leg

Fgure 6 – Projecton of the motor leg on motor carryng base.

Projection of the motor leg was reflected over the motor carrying base drawing, and

the surface where the force would be applied in the analysis was formed.

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By use of SolidWorks program, fan bodies whose design and modelling had been

made, were later saved in .SLDPRT format by ‘save as’ option. This newly saved file

was invited to the program once more, and solid bodies were deleted and surface

bodies were formed.

Surface bodies obtained were then saved as in .STEP format again.

ANALYSISANSYS Static Structural module was used during calculations by finite element

method. Static Structural window was opened within Workbench window which is

Fgure 7 – Surface bodes were formed by deletng sold bodes on the drawng.

Fgure 8 – Surface bodes whch belong to fan sheet metal parts

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user interface and three dimensional figure models in STEP format were introduced

to the work page by selecting “import”.

As galvanized sheet was used at the stage of fan production, “structural steel” was

selected for the material features of parts for analysis purposes on “engineering

data” tab.

Fgure 9- ANSYS Workbench user nterface and dsplay mage of Statc Structural modules

Fgure 10 – “Engneerng data” tab where the materal features are ntroduced and materal features

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By opening work analysis file program window where the material features were int-

roduced, sheet thickness features for surface charts were set down.

Fgure 11 – Sheet thcknesses were gven separately for each part

As the sheets would be connected to each other by nuts & bolts method, the holes

on the sheets to be connected were grouped within. For this grouping, “Named

Selection” was used.

Fgure 12 – Classfcaton of holes to be bolt on

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For the surfaces that are in contact, “Frictionless contact” type was selected. For de-

tached surfaces, “Pinball radius” was selected for the application of contact type.

For nuts & bolts method, “Bonded” contact type was applied to the edges of the clas-

sified holes. As the surfaces with holes were disjointed, it was enabled by use of

“Pinball radius” that the contacting edges identified each other.

Fgure 13- Determnaton of the contact type and the selecton of Pnball radus

Fgure 14- Bolted jont contact type

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After necessary contacts were identified for fan sheet body model, boundary conditi-

ons were set to the problem. For the axial rotation of the fan horizontally, “fixed support”

boundary condition was identified to the bottom surface of horizontal assembly leg

and the part was fixed in numerical space. The weight of motor and fan was taken as

P = 290 kg and the centre of gravity was calculated in Solidworks program.

The centre of gravity coordinates are as follows; X= 0,14 mm Y= 2,29 mm Z =

-113,08 mm The centre of gravity coordinates took the diameter centre of cylindrical

sheet as reference.

In the definition of force for motor and fan, “Remote force” option was selected by

taking the centre of gravity coordinates of motor and fan as force application centre

of the force that is 2900N. Motor support leg projection surface was selected as

force application surface.

Fgure 15 – Calculaton of the centre of gravty coordnates of the motor and fan

Fgure 16- Defnton of boundary condtons on fan body and loads

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After the definition of necessary boundary conditions for analysis, the process of

meshing was initiated by calculations using finite element method. After meshing,

the mesh quality is as follows;

Fgure 17 – Vew of sheet metal parts af ter meshng and Orthogonal Qualty

Fgure 18 – Aspect rato after meshng

Fgure 19 – Skewness dstrbuton after meshng

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After the completion of meshing, the problem, to which the boundary conditions and

loads were defined, was solved by use of Solve tab. Meshing and definition of boun-

dary conditions were reformed in line with the body type and load pattern.

Fgure 20 –Element Qualty after meshng

Fgure 21- General vew of Fan body after meshng

Fgure 22 – Motor carryng base after meshng

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COMPARISON OF THE RESULTS

1) Strains in Fan Body in Horizontal Loading

Four different analyses are made for horizontal loading. Fan body types and sheetmetal thicknesses in these analyses are:

1. Analysis• Fan Body Type: Type-1

• Horizontal Ground Assembly Leg Sheet Metal Thickness: 4mm

• Cylindrical Sheet Metal Thickness: 4mm

• Motor Support Leg Sheet Metal Thickness: 4mm

• Motor Carrying Base Sheet Metal Thickness: 4mm




• Motor Support Leg Sheet Metal Thickness: 4mm





• Motor Support Leg sheet Metal Thickness: 4mm


4. Analysis•

Fan Body Type: Type-3• Horizontal Ground Assembly Leg Sheet Metal Thickness: 4mm




Total Deformation of fan bodies

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Fgure 24- Analyss 2 – Total deformaton of fan body n case of horzontal load



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In case of horizontal load, deformations of fan bodies over motor carrying base were

observed to be more. In 4 different analyses carried out, the total deformation

values in case of horizontal load are as follows;

1st Analysis: 1,61 mm

2nd Analysis: 0,87 mm

3rd Analysis: 1,56 mm

4th Analysis: 1,55 mm

Equivalent Stress on Sheet Metal Parts

Fgure 27- Analyss 1 – Equvalent stress on sheet metal parts


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Fgure 30- Analyss 4 – Equvalent stress on sheet metal par ts

As seen in figures 27, 28, 29 and 30, the stress is concentrated on motor carrying

base and motor support legs. In 4 different analysis carried out, the maximum equ-

ivalent stress values on sheet metal parts are as follows;

1st Analysis: 188,08 Mpa

2nd Analysis: 150,12 Mpa

3rd Analysis: 128,98 Mpa

4th Analysis: 171,36 Mpa

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Distribution of Equivalent Stress Safety Factor on Fan Bodies

Figure 31 - Analysis 1 • Equivalent stress safety factors on fan bodies



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In analyses carried out for fan bodies in case of horizontal load, minimum equivalent

stress safety factors came out as follows;

1st Analysis: 1,32

2nd Analysis: 1,66

3rd Analysis: 1,934th Analysis: 1,45

Distribution of Tensile Stress Safety Factor on fan bodies

Figure 35 - Analysis 1 • Tensile stress safety factors on fan body

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In analyses carried out for fan bodies in case of horizontal load, minimum

tensile stress safety factors came out as follows;

1st Analysis: 1,21

2nd Analysis: 1,47

3rd Analysis: 1,82

4th Analysis: 1,44




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Distribution of deformation, stress and safety factors on motor carrying basein case of horizontal loading

Figure 39 - Analysis 1 • Deformation, stress and safety factors on motor carrying base


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In figures 39, 40, 41 and 42, it is seen that the stress that occurs on motor carrying

base is concentrated around motor bolt connection holes. Regional stress and de-

formations on parts are shown by color dispersion.


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Distribution of deformation, stress and safety factors on motor support leg

Figure 43 - Analysis 1 • Deformation, stress and safety factors on motor support leg

Figure 44 - Analysis 2 • Def ormation, stress and safety factors on motor support leg

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In different analyses carried out for horizontal loading, the safety factor was over 1.

The minimum deformation value was observed in the second analysis and maximum

safety factor was in the third analysis.


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1) Stress on fan body in case of vertical loading7 different analyses were carried out for vertical loading. The types of fan body and sheet metal

thickness of parts used in the analyses are as follows;

1st Analysis• Fan Body Type: Type-1





2nd Analysis• Fan Body Type: Type-1



• Motor Support Leg sheet Metal Thickness: 4mm (the number of motor connection holes is

reduced)


3rd Analysis• Fan Body Type: Type-1





4th Analysis• Fan Body Type: Type-2

•Horizontal Ground Assembly Leg Sheet Metal Thickness: 4mm







• Motor Support Leg sheet Metal Thickness: 4mm (bends are welded)





• Motor Support Leg sheet Metal Thickness: 4mm (bends are welded)







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Figure 47 - Analysis 1 • Total deformation of fan body in case of vertical loading



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In case of vertical loading for fan bodies, it was observed that the motor support leg

was forced to be twisted due to moment effect caused by the load. As per 7 different

analyses, the total deformation values in case of vertical loading are as follows;

1st Analysis: 1,33 mm

2nd Analysis: 1,33 mm

3rd Analysis: 1,18 mm


5th Analysis: 1,19 mm6th Analysis: 1,01 mm


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Figure 55 - Analysis 2 • Equivalent stress on sheet metal parts



Equivalent Stress on Sheet Metal Parts

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Figure 58- Analysis 5 • Equivalent stress on sheet metal parts


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As seen in figures 54, 55, 56, 57, 58, 59 and 60, the stress is concentrated on

motor carrying base and motor support legs. In 7 different analysis carried out, the

maximum equivalent stress values on sheet metal parts are as follows;

1st Analysis: 718,19 Mpa

2nd Analysis: 294,97 Mpa

3rd Analysis: 294,98 Mpa





In case of vertical loading, the equivalent stress was observed to have reached the

highest value in the 1st and 7th analyses.

Distribution of Equivalent Stress Safety Factor on Fan Bodies



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In analyses carried out for fan bodies in case of vertical loading, equivalent stress

minimum safety factors came out as follows;

1st Analysis: 0,34

2nd Analysis: 0,84

3rd Analysis: 0,84

4th Analysis: 1,01

5th Analysis: 0,99

6th Analysis: 0,98

7th Analysis: 0,34

Distribution of Tensile Stress Safety Factor on fan bodies

Fgure-68- Analyss-1 Tensle stress safety factors on fan body

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In analyses carried out for fan bodies in case of vertical loading, tensile stress

minimum safety factors came out as follows;

1st Analysis: 0,35

2nd Analysis: 0,79

3rd Analysis: 0,79

4th Analysis: 0,91

5th Analysis: 0,88

6th Analysis: 0,87

7th Analysis: 0,35

It was observed that the tensile stress was concentrated around the bending edges

of motor support leg.

Distribution of deformation, stress and safety factors on motor carr-ying base in case of vertical loading


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Figure 77 - Analysis 3 • Deformation, stress and safet y factors on motor carrying base

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Figure 81- Analysis 7 • Deformation, stress and safet y factors on motor carrying base

In figures 75, 76, 77, 78, 79, 80 and 81, it is seen that the stress that occurs on motor carrying

base is concentrated around motor bolt connection holes. Regional stress and deformations on

parts are shown by color dispersion.

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Distribution of deformation, stress and safety factors on motor support leg

Figure 82 - Analysis 1 • Deformation, stress and safet y factors on motor support leg


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In different analyses carried out for vertical loading, the safety factor was over 1 in

the 4th analysis. The minimum deformation value was observed in the 6th

analysis.

RESULT

As a result of static analysis for axial fans carried out by finite elements method as

per 3 different fan body types, various sheet metal thicknesses and different loading

conditions modelled on the computer; it was concluded that Type-2 fan body was

more suitable for horizontal and vertical loading conditions. For horizontal loading,

motor carrying base which is in 4 mm thickness was found sufficient whereas motor

carrying base in 5 mm thickness was deformed less in case of vertical loading.

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OUR FAN TESTING LABS

It is a great source of pride both within ourselves and for our company to know that

our axial fan performance and motor power curves calculated by using numerical

methods are also confirmed experimentally.

While planning the location and design of test tunnels, the installations were con-

ducted with the foresight of a potential influence from flows outside the channels.

In the disciplines of air craft and mechanical engineering at the levels of bachelor

and master’s degrees, the values of fan performance measurement realized by the

expert engineers experienced in experimental aerodynamics were understood to bein accordance with the verified numerical performance values.

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2System Components


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Jet Fan Car Park

Ventilation SystemDefinitions

Ventilation systems designed for enclosed car parks are planned based on

two basic needs. First need is to discharge gases –listed below- which are

hazardous to human health and released by the cars in the garage duringdaily use. Second one is to help the evacuation of people and intervention

of fire brigades to the fire and reduce financial damage caused by high temperature

in case of fire.

1

CO Concentration (Parts Per Million) Effect

1500 Headache after 15 minutes, faint after30 minutes, death after 60 minutes

2000 Headache after 10 minutes, faint after20 minutes, death after 60 minutes

3000 Safe up to 5 minutes maximum, faintafter 10 minutes.

6000 Çok kısa sürede baş ağrısı ve başdönmesi, 10-15 dakikada hayatınıkaybetme.

CO EFFECT

Nitrous dioxide NO2

Carbon monoxide CO

Benzene C6H

6

Benzo(a)pyrene BaP

Sulphuredioxide SO2

Lead Pb

Carbon C

Ozone O3

EXHAUST GASES

CO Limit For 8 hours 25 ppm

For 1 hour 75 ppm

Acceptable Maximum CO ConcentrationWorld Health Organization 1987

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Air Changem3 /h-m3

Fan Capacity per squaremeter m3 /h-m2

England 4.0 - 5.0 12.0 - 16.0

US 6.0 18.0

NFPA ASHRAE 4.4 13.3

NFPA 6.0 18.0

CAR PARK CO VENTILATION

CAR PARK CO CONTROL

Germany Required CO ventilation level is 12-16m3/h-m2. This

makes 4 or 5 air changes per hour.

(Garagenveordnungen Der Länder)

England 6 air changes per hour is required in whole HVAC system

under normal circumstances. 50% of the exhaust points

must be near the ceiling, other 50% must be near the

ground. (Approved document B, Fire Safety, B3 section

11.6)

ABD ASHRAE 13.3 m3 /h- m2 (3.7 l/s-m2)

NFPA 18 m3 /h- m2 (5 l/s-m2)

RemovalofSmoke

• Helping fire brigadeswith evacuation of smoke

more rapidly through

ventilation after the fire

is extinguished.

DischargeofSmoke

• It is made to helpreducing smoke density

and temperature level

during fire.

• Smoke evacuationsystem does not aim to

protect any part of the

car park against smoke

or help people’s

evacuation from

the car park.

SmokeControl

• Helping fire brigades forlocating the source of fire

• Controlling fire morerapidly

• Performing requiredsearch and rescue

operations

CAR PARK SMOKE CONTROL

EXHAUST EXHAUST EXHAUST

EXHAUSTSUPPLY SUPPLY

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Smoke released from fires in enclosed car parks is very dangerous because it canmove very fast through the partitions in the car park without encountering any

obstacles.

If these partitions are wide and height of the car park is low, smoke free lower layerdepth decreases and smoke spreads in whole car park and it gets difficult to find

the source of fire because of poor visibility.

About ten years ago, enclosed car park ventilation was used to be made by exhaust

of dirty air and supply outdoor air only by use of ducted system or ventilation of

outdoor air naturally. This sytem was also used for the exhaust of smoke at the time

of fire.

The fact that ducted HVAC systems are cumbrous in installation, cost, energy con-

sumption, artitechtual conditions and aesthetics has recently paved the way for jet

fan systems that are more innovative and ergonomic and resulted them to becomemore popular and widely used.

BS 7346-7 Components for smoke and heat control, Part 7: Code of

practice on functional recommendations and calculationmethods for smoke and heat control systems for covered carparks systems.

TS EN 12101 Smoke and heat control systems Part 5: Guidelines onfunctional recommendations and calculation methodsforbsmoke and heat exhaust ventilation systemsPart 5: Calculation methods for smoke and heat dischargesystems.

NFPA 92 Recomended Practice for Smoke-Control System

STANDARDS FOR SMOKE CONTROL

Basic Principle in Jet Fan Systems

Basic principle of jet fan systems is directing smoke to the building exhaust ope-

nings (shafts) by creating momentum in necessary situations.This type of system

provides advantages in proper distribution of fresh air in the whole enclosed space

and exhaust of this air. This system is composed of main exhaust fans, exhaust

shafts; fresh air fans and fresh air shafts in multi storey car parks, jet fans, CO de-

tector systems, smoke or heat detector systems, smoke dampers, fresh air dampers,

main control panels and other panels.

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Advantages of jet fan systems over other systems;

Because the only duct line in a jet fan system is the building shaft; pressure losses

in jet fan systems will be less than the other systems. Consequently, power con-sumption and operating costs of fan motors used in jet fan systems will be less than

the other systems.

In ducted systems, 50% of the exhaust grills are designed at ceiling level and 50%of them are designed at ground level. Because jet fan systems create high velocity

air flows at ceiling level; heavy gases at the ground level are directed to exhaust

shaft by mixing with the exhaust flow. Taking into consideration that the smoke is

stratified at the ceiling level at the beginning of fire, ducted system will only use 50

% of its capacity. When the smoke reaches the ground, it will not be able to provide

the visibility range specified in standards.

REVERSE STRATIFICATION

VENTILATION

FIRE SOURCE

Jet fan systems can discharge smoke faster than traditional ducted systems

which typically have 10 air change rate per hour.

Jet fans are only used for directing airflow and reverse stratification if air flow velo-

city exceeds critical air flow velocity. Because car parks are very wide spaces, airflow

control is much more complicated. Jet fans should prevent smoke from diffusing

transversely through proper design.

Another advantage of jet fan systems is keeping smoke under control in case of fire

by partitioning the car park according to the fire scenarios. So, ducted systems can

discharge smoke but cannot control smoke.

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Jet fan systems should be considered as a whole. Every step concerning the system

should be considered properly and carefully. Proper design, CFD and car park analy-

ses are important steps in system’s design. Production, automation and service are

other important steps. Production should be supported by research and

development.

Fire Energy Is Transferred To Smoke Air Flow

Air Flow

Critical Velocity

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System Design

2.1. Present Arrangements and Standards in Car Park Ventilation

It is required in our country that smoke exhaust system is used in enclosedcar parks over 2.000 m2. This is stated in article 60 under “Regulation on Fire

Protection of Buildings” (2009).

1. In order to consider the car parks, which are used for motor vehicles, as opentype, the total opening area must be more than 5% of the floor area. Otherwise,

these car parks are considered enclosed. In open car parks, if the openings are

on both facades, they must be opposing and each opening area must be morethan half of the total necessary opening area. If the openings face an open spacelike an areaway, the width of the open space in question must at least be as high

as story height of the car park and for each additional story opening to areaway,

it must be increased at least as much as its half. In enclosed car parks coveringa total area of over 600 m2, automatic sprinkler system, fire extinguisher cabinet

and hose couplings must be present.

2. For enclosed car parks over 2.000 m2, mechanical smoke exhaust system must

be set up. This system must be independent from other systems serving other

parts of the building and provide at least 10 air changes per hour.

As there is no criterion in the fire code of our country regarding the use of jet fans,

“Internationally accepted standards should be taken as a basis in matters not statedin the regulations“ should be applied. Most known and applied source, “Code of

2

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RESEARCH AND

DEVELOPMENT

DESIGN CFD

ANALYSIS

PROJECT

DESIGNING

PRODUCTION TEST

AUTOMATION COMISSIONING AFTER SALES

SERVICES

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practice on functional recommendations and calculation

methods for smoke and heat control systems for covered

car parks” BS7346-7:2006, should be taken as a basis.

As per this standard, on the condition that jet fans are

used in car parks, smoke zones will be properly designed

for safety and automatic fire detection system will be set

up.

In the fire code of Turkey and other standards, it is statedthat 10 air changes minimum is required. However, the

word ‘minimum’ is generally omitted and ‘10 air changes’

is taken as a standard without the consideration of

design criteria. BS 7346-7:2006 mentions 4MW of fire

load in car parks having a sprinkler system. However, vehicles such as public trans-

port vehicles, minivans and jeeps, carry much more fire loads than what is specified

as a basis. As the usage of plastics has risen in the structure of such today’s vehic-

les, the fire load of these vehicles is at least twice more than the ones determined

for normal vehicles and there are also examples of some vehicles having five timesmore fire loads. Also taking into account the materials used in automobile upholster,

the real fire potential will be much higher. While determining the smoke exhaust

rate, ‘10 air change’ generally remains insufficient.

The required minimum smoke exhaust theory should be based as per the following

data;

Released heat load : 4MW

Radiation losses : 25 %

Ring of fire : 12 m

Open section beneath the

smoke layer : 1.75 m

Supply air temperature : 15 °C

As per the specified values, the required minimum smoke exhaust rate is around

60.000 m3 /h.

2.2. Criteria to be considered during design

At the stage of designing jet fan ventilation systems, the following points should be

taken into consideration in general;

• Exhaust points• Fresh air intake points• Fire load in design• Means of Egress• Fire-fighting (Fire brigades’ access point to the building)• Car park geometry• Required Fresh air flow rate• Required Exhaust air flow rate• Smoke control

• Activation of jet fans• Other factors

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2.2.1 Exhaust system

One or more exhaust outlets are placed at the points that are believed to be most

appropriate and practical. They are most ideal to be across the fresh air intake andat the furthest point within the car-park borders. Minimum two parallel fans should

be placed to each exhaust shaft.Exhaust shafts should either be of ferro-concrete or

steel construction. These practices will enable an effective air flow within the car

park.

Big car parks should be divided into zones taking into account the standardized bo-

undaries and geometry. Each zone should have an exhaust shaft. These exhaust

shafts should be away from the zone borders if there is not any physical division in

between the zones. As per BS, zone border should be 2.000 m2 in sprinkler free

systems and 4.000 m2 in systems with sprinkler.

2.2.2 Fresh Air Supply

The car parks should be designed in a way to supply fresh air. In single storey carparks, ramps usually supply this need. Fresh air supply enables the ramps that are

exposed to high concentrations of poisonous gas released due to traffic to be effici-

ently ventilated.

In multi-storey car parks, alternative ways are being developed for fresh air supply.For fresh air supply in these car parks, holes for fresh air shafts are born on walls

and fans are placed inside the shafts.

2.2.3. Fire load calculation

Fire load calculation is an important factor for creating a realistic design and calcu-

lating a reliable ventilation flow rate.

It is generally accepted that 4 MW of energy is released from a car fire at peak heatrelease rate. However, as stated earlier, some vehicle types have much more fire

loads than this.

2.2.4. Means of Egress

The emergency exit points and access route of fire brigades should be determined

at the stage of designing. To avoid exposure to smoke in emergency exit and fire

brigade access points, these points should be well identified. During jet fan distribu-

tion and localization of shafts, this factor should not be overlooked.

As shown in Figure 1, smoke is controlled at the time of fire in order to keep the po-

isonous gases away from the emergency exits and through that way, fresh air is pre-

served in bigger part of the car park.

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FRESH AIR

Fgure 1 – General vew of the jet fan smoke exhaust systems

Ducted System

50 % suction fromupper section

50 % suction from

lower section

This is one of the main differences that distinguish the ducted systems from jet fan

system. Ducted systems discharge the flue gases from the grills located both lowand high. Jet Fan Systems, on the other hand, different in principle provides a better

smoke control with the help of jet fans.

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2.2.5. Fire-fighting

Rendering the access of fire brigades to the building as well as their fire-fightingefforts possible is the key factor of a car-park ventilation system. Regardless of

where the fire breaks out, the design of the building should allow the fire- fighting

teams to find at least one access point not affected by the smoke. So, by keeping

the visibility range at sufficient levels, it is enabled that the fire brigades approach

the scene safer and intervene in a more cautious way.

Ducted systems that can be identified as “traditional” cause the visibility range to

be at limited levels by letting smoke spread to all parts of the car park, so it hinders

human escape and fire brigades’ reach to the fire point as well as their intervention.

With the help of an exhaust flow rate calculated by taking the engineer’s approach,

jet fan system can control the smoke regardless of car park size. This will make both

the reach of emergency exit points and the access and intervention of fire brigadespossible.

2.2.6. Fresh Air Flow Rate

Fans inside shaft supply required amount of air and keep the CO concentration

inside the car park at a specific rate depending on the level of poisonous gases re-

leased due to vehicle traffic inside.

The highest CO concentration allowed by World Health Organization (WHO 1987) in

order to create a healthy environment inside the car parks is;75 ppm for 1 hour

25 ppm for 8 hours

In German Standards (2004), this rate is declared as 50 to 60 in average for a 15minute long period. In English Standards (2006), it is 30 ppm for 8 hours and cannotexceed 90 ppm on ramps and holes for 15 minutes. The practice in our country is

close to German Standards.

Under normal ventilation conditions, air flow rates can be set as 3 air changes per

hour at the times when vehicle traffic is not intense inside the car park. The number

of jet fans that are controlled as per the level of poisonous gases inside and the qu-

antity of flow rates can be diversified.

The air change as per BS 7346 Standard for daily ventilation:

Single storey car park volume - 6 air changes per hour

For daily ventilation, ‘4 to 5 air changes’ is applied per hour in our country.

The cycle of the jet fans identified by the fresh air quantity supplied depending on

the smoke release and the exhaust quantity during fire is switched by means of

sensors. Fresh air supplied during smoke exhaust/discharge circulates all through

the fire zone by means of jet fans which are located according to the previously de-

termined fire scenario. By this way, the smoke is carried to the shaft dampers.

However, it is important to state that the shaft dampers only at the fire zone should

be open at the time of fire. The closed shaft dampers on other floors will prevent the

spread of smoke to these floors.

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Regon-1 Regon-1

Regon-1Regon-1

Regon-1

Regon-2 Regon-2

Regon-2Regon-2

Regon-2

Regon-3 Regon-3

FreControlSystem In

Regon 2

Regon-3Regon-3

Regon-3

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2.2.7. Smoke Control

Smoke exhaust system is set up in order to evacuate the people in the car park at

the time of fire before they are harmed by the smoke, increase the visibility range ofthe fire brigades who arrive at the scene of incident and prevent the temperature

rise within the car park.

As a basic guide, in order to keep the smoke under control, it should be discharged

with the exhaust capacity as much as the least released smoke flow rate. Fan capa-

cities should be determined based on this criterion for car parks and zones less than

2000 m2 rather than 10 air change.

The smoke is directed to the exhaust point through an air corridor by the jet flows

created by the jet fans. At the time and after the exhaust system and jet fans catch

the smoke, a smoke corridor will be formed.

Jet fans to be activated at the time of fire depend on the zone where the fire breaks

out. The information provided through the fire detection system helps the fans

control the smoke flow.

The activation of all the jet fans available or many in numbers causes excessive and

unbounded air flow also overloading the shafts. So, the car parks are divided into

zones having proper smoke control within in order to avoid the unnecessary functi-

oning of jet fans in big car parks.

This principle is generally figured in Figure 2.

Fgure 2- Zone functonng prncple n general

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Fgure 3- Smoke corrdor

Air velocity in the corridor should be designed in a way to overcome the buoyancy

force the smoke was exposed to due to fire load. For this case, a nominal load of4MW is taken into account. As all the air exhausted from the car park will flow in the

smoke corridor, it will also have a significant cooling effect on the flue gas. This way,

the fire damage caused by the flue gas will be reduced to a certain extent.

The width of the smoke corridor depends on a number that changes based on factors

such as the height of the above of the car park beam, number of the beam and

depth of the beam, size of the car park and car park geometry.

Taking the factors affecting the width of smoke corridor as a basis; velocity related

with the height of the above of the car park beam is required for the control of the

flow created by a certain fire load. Taking this into consideration, the air flow volume

to be exhausted from the car park will need to be calculated depending on the fire

conditions. This is figured in Figure 3.

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2.2.7. Activation of Jet Fans

At the time of system design, the below listed criteria should be taken into conside-

ration in order to ensure reliability.

• Fan impulse• Distance between fans• Number of fans• Exhaust flow rates of fans in shafts

• Smoke displacement quantity• Location limitsJet fan impulse enables the movement of 8 times more of the air than the quantity

passing through the fan. As a result, the unnecessary usage of fans will render the

system useless as mentioned earlier. The usage of limited number of fans, on the

other hand, will remain insufficient for the system’s control of the air flow.

With regard to location limits, they affect the aerodynamic performance of the

system in forecasting the intervals in between and numbers of jet fans to be placed.

Fgure 4- Protecton of floors where there s no fre

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Other Factors to be taken into consideration in project designing

1. Smoke exhaust shafts should be positioned as per the fire escape stair

locations.2. During the positioning and directing of jet fans, it should be paid attention that

the entrained smoke will not affect the fire escape stairs and escape corridors

and not enter the safety halls and stairs due to dynamic pressure.

3. In jet fan systems, exhaust discharge fans should immediately become active toenable the required smoke discharge. After the evacuation of the people from

the car park, jet fans should be activated to direct the smoke to exit points.

• The duration of this process depends on one or a few factors;• The geometry and size of the car park• Location and number of jet and discharge fans• The number of people present in the car park• Location and number of exits

• This time period is generally considered as 3 minutes.

4. The air velocity should not exceed 5 m/s in exit routes and ramps. Exceeding of

air velocity limit may hinder the people’s escape.

5. Main exhaust fan capacity should be divided into two and connected to different

power sources. If any problem occurs, at least 50% of the system will be workingthis way.

6. Intake openings used for natural ventilation should be sufficient, there should beno smoke recirculation and air should be well distributed. The maximum inflow

velocity should be 2m/s.

7. If the jet fans are placed on car park ceilings vertically over the vehicles, the ef -ficiency is 55 % whereas when placed horizontally on the driving corridor ceiling,

the efficiency is 90 %.

8. In order to prevent the attraction of airflow to the ceiling (coanda effect), reflec-tors are used in order to keep the air away from the ceiling.

DOĞRU YERLEŞİM = CORRECT PLACEMENT

WRONG PLACEMENT WRONG PLACEMENT

RIGHT PLACEMENT RIGHT PLACEMENT

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9. In open car-parks, dead spots can be eliminated by supporting the natural venti-lation by jet fans.

10. Due to low ceiling height in underground car-parks (around 2.5 meters), it should

be taken into account that the smoke may spread to the whole floor in a very

short time in case of fire.

11. During the sizing of the fan group, pressure drop that occurs in the entire system

starting from the fresh air intake until the exhaust point should be taken into

account.

12. Beams or any other obstacle on the ceiling should be taken into account while

placing the jet fans. These obstacles cause turbulence by developing resistance

to airflow.

13. Necessary precautions should be taken for the obstacles close to jet fans. The

beams and columns should not prevent the smoke from spreading along and

not cause turbulence. For the highest performance of fans, the distance

between the nearest beam/wall and fan should at least be 0.5 m at the fan ent-

rance and 2 m at the fan exit. Beam height should not be more than 0.4 m. Incase of otherwise, the fans should be hung down or the distance to the beam

should be increased.

14. As the installments such as springs, trays etc. pass underneath the beams, mo-

unting of jet fans adjacent to the ceiling does not provide an advantage in termsof benefiting from the car park height. So, the bottom surface of the jet fan

should correspond to the bottom surface of the installment which is closest to

the floor.

15. Reflux of the smoke should not exceed 10 m.

16. Through jet fans, the air can be carried 20 to 80 meters away.

17. The size and number of jet fans depend on the purpose of use; whether it is for

smoke exhaust (CO) or smoke control.

18. At the stage of design, it is necessary to foresee the probable refluxes in case

of smoke. The refluxes extend the exhaust time as a result of the adverse direc-

tion of the smoke aimed to be discharged. The unwanted flow of smoke is also

a factor that affects negatively the escape of people and fire-brigade’s interven-

tion. There is also the risk of smoke entering the unnecessary areas and dama-

ging the building components in vain.

DISTANCE OFSUCTION SIDE

DISTANCE TO BEAMS

DISTANCE BETWEEN JET FANAND CEILING

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Why do the refluxes occur?

After the smoke is first directed from the jet fan, displacement increases due to a

couple of environmental factors mentioned below and momentum effect of the fanover the smoke will be less. As the smoke moves away from this jet effect, an irre-

gular flow will appear and start to spread. So, the arrangement of the jet fan distri-

bution from this angle at optimum level is an important factor.

At design stage, foreseeing refluxes requires experience on CFD programs rather

than knowledge on fluid dynamics. The intervention of the designer will be more pos-

sible after using the related CFD equipment.

In order to enlighten this subject, it will be useful to mention a research carried outat Heat and Combustion Engineering Department of Ghent University.

As per this research, the following findings were obtained;

d= a(vcr-vin)

0 m < d < 15 m.So, reverse stratification distance is related with the critical velocity, feed rate and

“a”.

a= 111qc”qc”: convective heat transfer per unit area

d: reverse stratification distance

The following findings were obtained for critical velocity;

It increases parallel with the area of the source of fireIt increases parallel with the convective heat transfer quantity per unit areaIt increases parallel with the car park heightIt slightly decreases as the width of the car park increasesThese situations will naturally go parallel with the horizontal reflux distances. In orderto avoid refluxes, it is necessary to correctly arrange the horizontal and vertical dis-

tance between the jet fans. As stated, this changes based on the thermal power of

the heat source, car-park height and width. The change of critical velocity with the

heat flow is shown below. The width here is 16 m and height 2.4 m.

3

2.6

2.2

1.8

1.4

1

0 500 1000 1500

V c r , i

n ( m / s )

AF = 26 m2 - Dh = 2.4 m - w = 16 m

q-N

(kW/m2)conv

Fgure 5: Change of crtcal velocty wth the heat flux

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Design Control Stage

CFD Analyses

3.1 CFD (Computational Fluid Dynamics) Cold Flow Analyses and

Smoke Spread Analyses

In the system in which the design stage is over and commissioning stage is next, per -formance evaluation of the system is made with the help of “Cold Smoke Tests”. Inthis test; smoke tablets and smoke generators are used to observe smoke dischar-

ge. However; if the system fails this test, a problem such as observing the system all

over again might be faced.

Consequently, simulating the test is a better choice than performing it in real life with

designed and constructed system. This will obviously be beneficial for the investor

in terms of time and cost.

If we are to comment on the car park volumes taking into account that there are carsinside either moving or parked in, they have an irregular flow path. The fluid which

gained momentum by jet fans is exposed to various surface tensions (in other words

“friction forces”). In this point of view, it may not always be possible to predict fluid

movements without performing CFD analysis.When interpreting cold flow analyses results, the system should meet the following

criteria in evaluating system performance:

• Conformity of jet fans to main flow space• Suitability of shaft locations• Preventing refluxes as much as possible• No clearance• System should meet the occupant comfort in terms of shaft air flow velocities• Pressure gradient should not be higher than zero (in terms of refluxes)In addition to fire smoke discharge analyses;

• Smoke mushroom cloud diameter should not exceed 10m• Jet fan should make cooling effect (to prevent harmful effects of smoke on buil-

ding structure)• Smoke should be diluted in terms of displacement (Poisoning effect of smokeshould not affect places in high displacement values – smoke is poisonous over

100ppm)

• Range of vision values should be in acceptable levels.

3.2 Computational Fluid Dynamics (CFD) Steps

In order to evaluate the results when system is constructed and to verify the systemdesign; car park flow analyses are performed after pre-planning period. CFD process

3

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made after identifying the analysis values required for parameter value solutions

such as meshing, flow space in steady state or time dependent numerical web, so-

lution of flow equations in enclosed space; flow velocity, pressure, temperature, local

mean lifetime and smoke distribution and concentration, flow rate in any cross-

section, sufficiency of ventilation, performance of any fan in working conditions etc.

By ‘display’ and ‘complete analysis’ options, problem solving results are revealed in

a clearer way.

is performed for optimizing the system and locating clearances if any. Design steps

are as follows;

After two dimensional design, three dimensional solid geometry is built. Solution is

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t = 240 s

t = 240 s

t = 240 s

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3.3 Cooling Effect of Jet Fans

Below are some figures that we believe might be useful. We conducted a study to

prove that jet fans also had a cooling effect. According to this study, the temperatu-re of smoke which drifts throughout the space can be reduced down to 30˚C.Consequently, sprinkler equipments which are far from the fire will not be activated

and will be prevented from operated in vain.

Fgure 6 – Smoke temperature gradent

Fgure 7 – Smoke temperature gradent

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Fgure 9 – Space Temperature Dstrbuton



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3System Components


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Jet Fan Car Park Ventilation

System Definitions

1

In the scope of car park ventilation and smoke exhaust systems; car-parks are

designed reqiuring the usage of Jet fan ventilation systems, which leaves out the

necessity of a duct within the car parks, combined with Jet Fans, Axial Exhaust

Fans and Fresh Air Fans.

The system works with the control of jet fans in sufficient numbers, as combined with

the usage of main axial exhaust fans in proper capacity, according to sensed CO con-

centrations and smoke signals, from a programmable main control panel, in line with

the flow chart which had been determined earlier.

Control panel should be programmed according to the quantity of airflows/ventilati-

on necessary in car park to provide a healthy and safe environment for daily ventila-

tion and ventilation in case of emergency/fire situations.

All the equipment and services provided below including detailed engineering

studies, project management as described below should be perceived as the inse-

perable parts of Car Park ventilation system with Jet Fans.

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System Control Panel

Control panel is responsible for the operation of all the

mechanical equipments (axial fans, jet fans, smoke/

air dampers, doors etc.) of the system in compliance

with the scenarios identified to PLC (Programmable

Logic Card), according to the signals coming from all

carbon monoxide sensors and/or fire/smoke detecti-

on systems.

Main Components of Jet Fan Systems

Jet Fans (In floor ceilings)

Jet fans are ventilation equipments which are responsib-

le for transferring the high velocity of air present in car

park, have sound absorbers at suction and discharge

sides and are assembled to the ceiling. They are respon-

sible for circulating air through all the sections of car park

by moving air in small volumes in high velocities and con-

sequently creating a low pressure area near the ceiling of

the car park.

Capacities, sizes and numbers of equipments required to

be used can vary depending on the geometry of car park,

suppliers and types of these equipments. Jet fans come

ready for assembly process with assemble legs and all

accessories from the supplier.

Axial Fans (for exhaust and/or fresh air

requirement)

Main duty of the axial fans is the discharge of dirty air

and/or fire smoke from the car park and supply of

fresh air from outside required for the car park.

Capacities and power values of axial fans are calcula-

ted according to the exhaust and fresh air flow rates

specified by local car park fire and ventilation codes.

The fans and accessories selected according to these

calculations are typically supplied as demounted.

These should be assembled properly in the field.

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Storey Dampers (axial fan dampers, wall

dampers)

Air/Smoke dampers are located in ventilation shafts

and are responsible for the circulation of exhaust and/

or fresh air between storeys.

Sound absorbers (round type,

offstage type)

Sound absorbers are responsible for reducing

the noise generated by main axial fans to the

desired sound levels. They are located in inlet

and outlet of axial fans.

Supplementary and subsidiary equipments

(fire doors and screens, hooters, warning

signs etc.)

Various supplementary devices can be used for incre-

asing the safety level of the system.

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Detection accessories which ensure smooth operation of ventilation

system:

Fire/Smoke detection systems

Thanks to fire /smoke detection systems, it is possible to immediately detect fire or

a smoke source in car parks and put fire safety sytems into use. Sensors are distri-

buted and addressed in car park according to the related codes.

CO detection systems

By means of CO detection systems, air pollution inside car park can be measured at

any time. In line with these measurements, ventilation system works in various ca-

pacity levels as per the need. So, ventilation system works with part load when the

car park is not fully used whereas it works with full load when the car park is full.Sensors are distributed and addressed in car park according to the related codes.

These components and information flow among them are demonstrated below.

Smoke/Fire

detection system

CO Detection system

Jet fansSmoke dampers

Fire doors, Fire screens,Hooters, Visual warning

signs etc. Supplementaryequipments

Axial fans

Power supply

Control Panel

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Definitions of System

Components

1. Axial Type Smoke Exhaust Fans (300˚C, durable for 2 hours)

General features which axial type smoke exhaust fans should have are listed below;

• Fan body should be larger than gear and motor group.

• Fan body should be manufactured from hot-dip galvanized steel and fan hub

should be manufactured from cast aluminum.

• Fans should conform to the temperature and endurance values (300˚C and 2

hours of duration) specified in EN 12101-3.

• Fan motors should have the certificates which show that they conform to fire re-

sistance class.

• Isolated with ISO-H and in IP 55 protection class, fan motor should be single or

double speed IEC type motor. Fan and motor combination should have tempera-

ture endurance certificate (Standart EN 12101-3)

• Fan blades should be assembled in correct angle with the hub which can meet

the required air flow rate. They also should be balanced statically and dynami-

cally according to DIN ISO 1940-1.

• Fan body linkage components and motors should have the implementation flexi-

bility for horizontal and vertical assembly.

• In cases that the sound levels of fans are considered critical, they may also be

supplied with sound absorber body (with double casing, 50 mm rock wool isola-

tion and shell type body).

• All the accessories which are used with these fans should endure specifiedmaximum operating temperature.

• There should be inspection hatches in the body of these fans which enable

access to motor and make wiring easier.

• There should be a terminal box coupled on the fan which has high temperature

endurance and manufactured from aluminum. Fan motors should be in IP55 pro-

tection class.

• Power switch box connectors should be manufactured from ceramic.

• Fan assembly supports and spring vibration isolators, which are suitable for ho-

rizontal and vertical assembly, should be supplied with the fan.

• 2 asbest free, fire proof flexible duct connection components and their accesso-

ries which support the connection between fan and ducting should be supplied

with each fan.• On the condition that the air reverse-returns when the fan is not working or one

of the parallel mounted fans is working, and if the suctioning of air over the non-

working fan (by-pass) is mentioned in the project ; back draft damper moving

with the air flow should be mounted to the air outlets of these fans. If these

dampers are required to be motor driven, one piece of micro switch should be

placed on the damper in order to see if it is completely open and the axial fan

should not be activated before the damper is in completely open position. (except

for emergency situations)

• Unless otherwise specified, selected fan maximum rotational cycle should be

1475 rpm.

• Power supply should be 380V/50Hz/3 phase

2

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2. Axial Type Fresh Air Fans

General features of axial type fresh air fan are:

• Fan body should be larger than gear and motor group.• Fan body should be manufactured from hot-dip galvanized steel and fan hub

should be manufactured from cast aluminum.

• Fan blades should be assembled in correct angle with the hub which can meet

the required air flow rate. They also should be balanced statically and dynami-

cally according to DIN ISO 1940-1--Fan assembly supports and spring vibration

isolators, which are suitable for horizontal and vertical assembly, should be

supplied with the fan.

• There should be inspection hatches in the body of these fans which enable

access to motor and make wiring easier.

• Fan body linkage components and motors should have the implementation flexi-

bility for horizontal and vertical assembly.

• In cases that the sound levels of fans are considered critical, they may also besupplied with sound absorber body (with double casing, 50 mm rock wol isolati-

on and shell type body).

• On the condition that the air reverse-returns when the fan is not working or one

of the parallel mounted fans is working, and if the suctioning of air over the non-

working fan (by-pass) is mentioned in the project ; back draft damper moving

with the air flow should be mounted to the air outlets of these fans. If these

dampers are required to be motor driven, one piece of micro switch should be

placed on the damper in order to see if it is completely open and the axial fan

should not be activated before the damper is in completely open position. (except

for emergency situations)

• Unless otherwise specified, selected fan maximum rotational cycle should be

1475 rpm.

• Power supply should be 380V/50Hz/3 phase

3. Jet Fan (300˚C, durable for 2 hours)

• Jet fans should have a body manufactured from hot-dip galvanized steel and

should be in form of axial fans.

• Fans should conform to the temperature and endurance values specified in EN

12101-3.

• Inlets and outlets of jet fans should have a sound absorber and bodies of jet fans

should be manufactured in one piece form.

• According to DIN ISO 1940-1 norm, it will be statically and dynamically balanced

at Q=6,3 quality.

• With ISO-H isolation and at IP55 protection class, single speed IEC type motors,

which are suitable to run with double speed or frequency convertor, will be used.

Together with the fan and motor combinatoion, it should have temperature en-

durance certificate (EN 12101-3 standard).

• Assembly supports should be assembled to the fan body.

• Directing blades made of galvanized steel should be existent at the air outlet of

the fan in order to direct the airflow.

• Fan motor should be 3 phase IEC motor and of efficiency class IE2, insulation

class H, protection class IP54. The front connections of the motor exposed to air

current with the terminal box outside the body should be made. The cable chan-

nels should be made of steel and convenient to function under ambient tempe-

ratures. Terminal box protection class should be IP65 and motors should either

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be double or single cycle. For the ease of assembly, there should be support legs

on the fan body.

• After the jet fans are hung in place and in case a motor intervention is required,

the jet fans should have a sliding motor assembly eliminating the need of taking

the jet fan down.

• In order to avoid any foreign material to gain access inside the fan, protection

grid should be mounted over the fan inlet and this grid should be made of gan-

vanized steel wires.

4. Storey Dampers

Smoke dampers, which are commanded by car park ventilation/jet fan system

control panel, has multiple fan blades and suitable for operation in high temperatu-

re levels. Drive on/drive off and off position should have an indicator, the length of

a single blade should not exceed 2.0 m, the thickness of blades should be 1,50 mm

minimum and airfoil. Damper frame should be manufactured from galvanized sheetmetal.

To two position damper servomotor and damper-servomotor link mechanism, all

kinds of accessories serving for the intended purpose are included even if it is not

mentioned here.

Frame should have a flange which allows damper to be directly mounted to the wall.

Damper blades are moved by a servomotor which is connected to its body.

Servomotor and its mechanism are placed in an independent partition in the damper

body.

5. System Control Panel

Jet fan ventilation systems should be designed central control panel (if defined,

support control panels) and a PLC programmed according to an operation algorithm

during project phase, and operate with car park CO and smoke detection systems

integratedly.

Storey dampers, fresh air fans, jet fans and exhaust fans should be controllable by

these control panels according to the fire scenario which had been determined.

Main MASTER PANEL should be located in automation room and by using this panel;

conditions of zones and faults of systems in the zones should be tracked.

For the control of all the system components and panels from a single centre, the

car park may be watched, commanded and controlled through a computer to be

located in an area outside the car park and a screen connected to it.

Frequency converters of main shaft and jet fans should be located inside theses

control panels. The control points for Jet & Axial fans, which are to be controlled by

means of frequency converters, are listed below;

• Operating information

• Fault information

• Control in desired cycle rate between 0% - 100% - proportional control

• Rotation selection (For bi-directional fans)

• Reporting on Operation duration

• Maintenance time alert

• “Motor over loaded” alert

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• “Motor stopped” alert

• “Low voltage” alert

• “High voltage” alert

• “Grounding fault” alert

• U/V/W phase for each (grounding short circuit information)

• Phase U-V, U-W, V-W short circuit information

For motorized smoke dampers;

• Full open information

• Control

For other systems

• Carbon monoxide alarm (2 grades and if desired more)

• Fire alarm information

• There should be a Fire Situation Reset push button on the body.

• There should be light indicators showing Stand-by / Fault / CO modes.

Features which control panels should have;

• TUV or equivalent approval

• CO-sampling sensors

• All required system control modes and communication BUS interfaces

• Coordination and protocol equalizations with Garage Fire and Smoke Detection

System, which are not within the scope of this specification but will be supplied

and mounted as part of Electric Work

• Each zone on the master panel can be activated manually.

• Panels should be able to control all the equipments, shaft fans and jet fans in

the system one by one as independent from each other, at the required speed

and direction and in a way that they can be programmed at different times. PLC

software should be written in that respect.• All system components and fault signals should be tracked by a touch-operated

LCD screen which is located on master panel.

• Related automation software, all internal and operational diagrams, related

programming,

• Fire situation reset push button

• Light indicators of Stand-by / fault / CO modes

• Timer for controlling CO ventilation

There should be dry contacts for the ones listed below:

• For CO detection system

• For fire alarm system

• For system tracking by BAS (Stand-by / fault / CO / Fire etc.)

Related automation software, all internal and operational diagrams and program-

ming should be supplied with control panel.

Maintenance switches:

In order to be able to de-energize during maintenance, there should be on and off

maintenance switch on the jet fans. If there is lock switch on the control panel for

jet fan, there might not be an extra maintenance switch.

With the fire signal, it should be enabled that fans are constantly run at high tempe-

rature by by-passing the frequency convertors and thermic protectors on the panels.

It should be possible to observe all the system components through a touch screen

of LCD panel on the Master panel and intervene.

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6. CDF (Computational Fluid Dynamics Stimulation)

For achieving smoke control in a closed space, project design is made according to

air volume to be exhausted, shape and size of car parking garage, jet fan selectiondetermined by shaft locations. Project is supported by computational fluid dynamics

analyses. It is examined by the simulations generated by these analyses which focus

on discharge of exhaust gases in building in daily use or in case of fire. This way, the

behaviour of air flow and smoke exhaust in a real case can be foreseen.

In order to verify the project studies on jet fan ventilation system and ascertain the

position of jet fans in a sensitive manner, 3D model of the car park in question

should be formed and computional fluid dynamics stimulation should be done under

the defined conditions. Stimulation should be done through CFX, CFDesign or similar

internationally known software. The number and location of jet fans should be opti-

mized depending on the stimulation results.

As a result of this study;• Details of air flow to appear within the car park

• Air velocity profiles

• Smoke distributions should be presented with detailed reports.

In a fire scenario, the following analyses should be made:

• Smoke concentration at ceiling level, visibility range and air movements

• Smoke concentration 1,5 meters above the floor, visibility range and air

movements

• Heat distribution within the car park at the time of fire


For daily ventilation, the following analyses should be made;

• Distribution of air velocity and air movements 0,5 meter above the floor

• Distribution of air velocity and air movements 1,5 meters above the floor

• Distribution of air velocity and air movements 2,0 meters above the floor

• Details of air flow details to appear within the car park


7. Commissioning and Delivery

All electrical data, current values consumed by the fans at various speeds, sound

levels, air volumes should be measured and presented as a report. The software on

the control panel should be checked and necessary settings/revisions should be

made according to field measurements. Whether the system scenario is realistic or

not should be checked and necessary corrections should be made. Cold smoke test

should be carried out at different floor and zones and the functionality of the system

should be confirmed. All the results should be presented as a report.

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4Project Management

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1. PREPARATIONS FOR ASSEMBLY

2. ASSEMBLY • Assembly safety

• Mechanical assembly

• Controls on jet fans prior to assembly, jet fan assembly

• Controls on axial fans prior to assembly, axial fan assembly

• Mechanical assembly of dampers and sound absorbers

• Electrical equipment assembly

• Automation panel assembly

• Wiring assembly

• End connections of panels and fan motors, connection of jet fans to grid circuit

3. COMMISSIONING

Start up

• System control panel

• Controls on jet fans before start-up

• Controls on axial fans before start-up

4. TEST•

System mechanical tests• Sytem electrical tests

• System functional tests

• Smoke test

• Cold smoke test

• Hot smoke test

• CFD test

• Real fire test

5. PERIODICAL CONTROLS AND MAINTENANCE

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Before giving a start to the assembly, it is very important to go through the

following tasks. First of all, necessary assignments should be made within

the supplier and project officer should be designated. This project officer

will be in close communication with the customer at all the stages of

system set-up in the field until the end of the project and will be responsible for the

smooth commissioning of the system.

Visits should be paid to the field and during these visits;

• General observation should be made about the field,• Exhaust shafts and fresh air intake points should be checked,

• Jet fan assembly locations should be checked

• Ventilation shafts exhaust and fresh air points should be checked, their sizes

should be measured and compared with the values in the project, constructional

condition of the shaft should be checked. If gaps are planned to be left for

natural air ingress, the

Aironn Katalog Eng

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