Road Tunnel Ventilation Control System€¦ · data and plan/design of tunnel facility. The...
Transcript of Road Tunnel Ventilation Control System€¦ · data and plan/design of tunnel facility. The...
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Sohatsu Systems Laboratory Inc.
Road Tunnel Ventilation Control System
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Contents
Page
1.Road Tunnel Ventilation Control System p1
2.Diagnosis, Analysis and Evaluation of Ventilation Control System
2.1 Analysis and evaluation of sensor data p2
2.2 Evaluation of new technology thru experiment p3
2.3 Analysis and evaluation with simulation p4
3.Instrumentation devices
3.1 Video image traffic detector p6
3.2 Laser traffic detector p8
3.3 Pump-less CO meter p10
3.4 Short distance VI meter p12
3.5 Cross section airflow meter p14
3.6 Linear temperature sensor cable p16
3.7 Automatic incident detection with video camera p18
4.Ventilation control equipment
4.1 FCVC ventilation control p20
4.2 FCVC ventilation control panel p22
4.3 Data analysis device p24
5.Jet-fan inverter panel
5.1 Variable speed control of jet-fan p26
5.2 Jet-fan inverter panel p28
6.Illustration of ventilation control system
6.1 Illustration of bi-directional and longitudinal tunnel p30
6.2 Illustration of concentrated exhaust and longitudinal tunnel p31
6.3 Illustration of tunnels with fork and junction p32
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1. Road Tunnel Ventilation Control System
1
Road Tunnel Ventilation Control Method
The Ena-san Tunnel which was open to public in 1975 (8.5km as the first phase) is in bi-
directional traffic and full transverse ventilation. The supply and exhaust fans were driven
at variable speed by thyristor motor. The regulator method with traffic prediction (FF/FB
control) was employed for ventilation control.
The Kan-etsu Tunnel which was open to public in 1985 (11km as the first phase) is in bi-
directional traffic and longitudinal ventilation with supply/exhaust fans and precipitator. Jet-
fans were driven at constant speed. The regulator control with traffic prediction was
employed in normal ventilation, and zero-flow control in fire emergency ventilation.
From that time on, local national road tunnels employed bi-directional and longitudinal
ventilation, while expressway tunnels employed widely uni-directional and longitudinal
ventilation. The ventilation control method used in the Kan-etsu Tunnel is viewed as a
model to these tunnels.
Ventilation Control System
Modeling of road tunnel ventilation control
The 1D model of road tunnels that are a target system was used to run simulation in
evaluation of ventilation control at the Ena-san Tunnel, and used in evaluation of the zero-
flow ventilation strategy in fire emergency ventilation. The 3D model of road tunnel fires
was developed later as a simulation tool, and it is now widely used in simulation studies in
combination with the 1D model.
Ventilation control system
Ventilation control system is comprised with sensor, ventilation control panel, and
ventilation fan.
- Sensor (traffic counter (TC), carbon monoxide meter (CO), visibility index meter (VI),
airflow meter (AV), fire sensor, traffic incident detector)
- Ventilation control panel (instrumentation panel, ventilation control panel, ventilation
power panel)
- Ventilation fan (jet-fan, supply/exhaust fan, precipitator)
A structure of road tunnel ventilation system is illustrated below.
Road Tunnel Ventilation Control System
Ventilation control system
Fire Sensor Ventilation fan
Instrumentation
panel
Ventilation
power panel Ventilation
control panel
System scope
Ventilation predictive control system in tunnel [Japan Patent No.900629] (Japan invention award of Year 1985) New ventilation control method for long and large tunnel, Journal of JSCE, p83-p89, 1977. Emergency operation of ventilation for the Kan-etsu road tunnel, Lille 5thISAVVT, p77-p91, 1985. Practical test of emergency ventilation combined with bus firing at the, Kan-etsu tunnel Durham 6thISAVVT p353-p366, 1988.
Patent
Literature
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2.1 Analysis and evaluation of sensor data
2
Abstract
Analysis and evaluation of sensor data in ventilation control system at existing tunnels
is effective in studying reduction of energy consumption and improvement of ventilation fan
operation. Sohatsu Systems Laboratory Inc. (“Sohatsu”) offers various control methods in
simulation for analysis and evaluation works of sensor data based on a rich and accumulated
experience.
Analysis and evaluation target Offered control
Bi-directional and longitudinal
tunnel
・VI feedback control
・AI fuzzy control
・New FF control (FCVC)
Concentrated exhaust and
longitudinal tunnel
・Leakage suppression control
・Coordinated jet-fan and
supply/exhaust fan control
・MPVC control
Complex tunnel with fork and
junction
・Leakage suppression control
・Coordinated jet-fan and
supply/exhaust fan control
・AI Fuzzy control
・MPVC control
Process of sensor data analysis and evaluation
① Collect sensor data necessary data analysis. Measure traffic
data if necessary.
② Visualize collected sensor data (figured in graph).
③ Conduct statistical analysis, time series analysis and simulation
analysis of sensor data.
④ Conduct evaluation of these analysis results.
⑤ Generate a proposal for improvement and provide
improvement effect quantitatively from existing ventilation
control system using simulation analysis.
Typical items of sensor data analysis
Tunnel characteristics (traffic method, ventilation method,
tunnel length, cross section)
Traffic data (inbound and outbound, vehicle type,
traffic volume in each type/min, 24hours x more than 1 week)
Jet-fan operation (min, 24hours x 1week)
CO, VI, AV data (min, 24hours x 1week)
Illustration of traffic measurement
A new ventilation control for road tunnels using natural wind and piston force of traffic, co-authored by Public Works Research Institute, 17th Underground Space Symposium, 2011.
Sensor data image
Literature
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2.2 Evaluation of new technology thru experiment
3
Abstract New technology in ventilation control systems is tested in a real tunnel experiment for
confirmation and evaluation of effectiveness and issue prior to actual deployment.
New technology which Sohatsu is offering can be tested at our experimental facility and
operated in cooperation with systems at site.
Illustration of new technologies
Ventilation
control New FF control
Bi-directional and longitudinal
tunnel(energy saving)
Zero-flow control Bi-directional and longitudinal
tunnel(safety)
Variable speed
driving power Inverter panel
Noise test
Starter current test
Forward and reverse operation
Process of experimental evaluation
① Switch to and connect new technology to actual tunnel facility. ② Collect data necessary to new technology evaluation. ③ Organize, edit and visualize collected sensor data. ④ Conduct statistical analysis, time series analysis, and simulation analysis of sensor
data.
⑤ Conduct evaluation and diagnosis based on the analysis results. ⑥ Propose introduction method of new technology and illustrate quantitative
improvement from existing ventilation control system.
Illustration of experimental system
Illustration of output in experimental evaluation
Input voltage
Output Voltage
Output Current
Output power
Jet-fan air velocity
Wave shape of inverter ventilation control output Jet-fan motor wave length
Normal Reverse
Curr
en
t/P
ow
er
Voltage
[V] [A]
Time [sec]
Input
Voltage
(V)
Output
Voltage
(V)
Output
Current
(A)
Output
Power
(kW)
Full-scale test for verification to put MPVC into practical use for tunnels with the concentrated exhaust system at portal, BHR12thISAVVT p723-p733, 2006.
Burning tests of fuel cell vehicles on a trailer for them in a full scale model tunnel, BHR12thISAVVT p17-p27, 2006.
Site test Simulation test Fire test Air velocity test
Literature
Without DFSA With DFSA
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2.3 Analysis and evaluation with simulation
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Abstract
The effectiveness of ventilation simulation is generally accepted in the analysis of sensor
data and plan/design of tunnel facility. The effectiveness of the regulator control using traffic
prediction at the Ena-san Tunnel (8.4km as the first phase) was proven with simulation study.
The effectiveness of the zero-flow control in the fire emergency ventilation was proven with
simulation study at the Kan-etsu Tunnel (10.9km as the first phase).
Traffic simulator, tunnel ventilation simulator and ventilation control emulator are
required to evaluate in simulation the effectiveness of ventilation control system.
Sohatsu offers ventilation simulator of complex longitudinal/transverse tunnels with forks
and junctions, and various ventilation control emulators (FB control, new FF control, MPVC
control, constant speed fan drive and variable speed fan drive). Sohatsu conducts
simulation-based analysis and evaluation by integrating traffic simulator, ventilation simulator
and ventilation control emulator.
Target of analysis and evaluation
Ventilation control method Feedback control New FF control MPVC control
Jet-fan driving method Constant speed operation Inverter-driven variable speed operation
Process of simulation-based analysis and evaluation ① Enter tunnel parameters (length, jet-fan diameter, number of jet-fan units). ② Enter traffic data. ③ Enter ventilation control method, and jet-fan driving method. ④ Run simulation analysis and evaluation. ⑤ Simulation results explained quantitatively.
Organization of simulator
Natural wind
Air pressure diff of each tunnel
entrance
Traffic/Speed
速
WS Pollution (cs) density
Tunnel ventilation simulator
Virtual measurement data
Accident
Traffic simulator
WS (wind speed)
model
Density model
Ventilation control simulator ・FB control ・New FF control ・MPVC control ・Quantity control ・Inverter control
Traffic
Tunnel ventilation simulator
Ventilation/Running Qty/ Rotation
Fire/Haze
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2.3 Analysis and evaluation with simulation
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Image of simulation
Specification
Traffic Bi-directional/uni-directional, congestion and accident
Tunnel length Up to 20km
Tunnel type Single tube/complex tunnel (with multiple entry/exit ramps)
Ventilation method
Longitudinal/portal concentrated exhaust/shaft supply and
exhaust/transverse/semi-transverse
Ventilation fan Jet-fan/booster fan/electrical precipitator/shaft supply and exhaust
fan/transverse supply and exhaust fan
Operation mode Normal operation/fire emergency operation
Evaluation of energy saving
Normal operation is simulated to
evaluate energy saving. Evolution of
state variable is visualized in graph to
analyze the effectiveness of each
ventilation control strategy. Evolution of
jet-fan output, airflow velocity, VI, and CO
is shown in daily graph to calculate total
power consumption.
Evaluation of safety
Fire emergency operation is simulated to evaluate safety. Evolution of state variable is
visualized in graph to analyze the safety of each ventilation control strategy. Evolution of
jet-fan output, airflow velocity, VI, and CO is shown in graph to calculate fatality.
シミュレーション条件
大型車混入率:30% 交通上下比:50:50
JF台数:4台 自然風:0 m/s消費電力量:743 kWh
交通量:15000 台/日
VI制御目標値:60%
0
10
20
30
40
50
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
交通量[台/分]
時間上り 合計
0
50
100
150
200
250
0
25
50
75
100
125
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
電力量[kWh]JF回転数[%]
JF回転数 消費電力量 時間
0
20
40
60
80
100
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
VI[%]
VI1 VI2 時間
0
20
40
60
80
100
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
CO[ppm]
CO1 CO2 時間
-0.5
0
0.5
1
1.5
2
2.5
3
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
風速[m/s]
AV 時間
シミュレーション条件
大型車混入率:30% 交通上下比:50:50
JF台数:4台 自然風:0 m/s消費電力量:1125 kWh
交通量:15000 台/日
VI制御目標値:60%
0
10
20
30
40
50
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
交通量[台/分]
時間上り 合計
0
50
100
150
200
250
0
1
2
3
4
5
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
電力量[kWh]JF台数[台]
JF台数 消費電力量 時間
0
20
40
60
80
100
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
VI[%]
VI1 VI2 時間
0
20
40
60
80
100
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
CO[ppm]
CO1 CO2 時間
-0.5
0
0.5
1
1.5
2
2.5
3
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
風速[m/s]
AV 時間
Transient analysis of ventilated tunnels with junctions using graph theory, BHR11thISAVVT p971-p985, 2003. TMI, Numerical simulation models for fire tests in the Higashiyama tunnel, 2004.
Literature
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3.1 Video image traffic detector
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Abstract
Vehicles traveling in tunnels are the main factors determining the longitudinal wind speed
and pollution concentration in the tunnel. It is widely known that by measuring the traffic
volume and speed of the vehicles entering the tunnel by vehicle type with a traffic meter
(traffic counter) and predicting the vehicles travelling
within the tunnel using this data will result in effective
energy savings for tunnel ventilation control.
Integrated video image traffic detection devices
can be placed at tunnel entrances to be used as traffic
meters to predict traffic, which is necessary for
tunnel ventilation control.
The detector can also be widely applied as
traffic meters for traffic hubs, such as on/off ramps,
junctions and service areas, and entry and exit
roads.
Features
1. It is an image sensor integrating a camera and image processing device, and
mounted in a compact spherical housing.
2. The detector has video camera and infrared camera settings which can be selected
according to conditions.
3. The detector can consistently maintain its accuracy as a traffic meter regardless of
day/night or bad weather conditions due to image processing algorithms based on
accumulated experience.
4. Signals from up to 8 image sensors can be sent to the traffic control center or the
electrical room using one converter box.
5. Video images can be sent to the traffic control and electrical rooms.
Measurement Principles
Video image traffic detectors are utilized by installing one image sensor on roadside poles.
The detector monitors a road surface of 20 to 30 meters at an elevation angle of
approximately 45°for vehicles traveling on the main road.
By setting a home-base type virtual loop for directionality for each lane, the detector can
measure the passage time, vehicle length, speed etc. based on the time it takes for the
vehicle image to pass both ends of this virtual loop.
⊿xm
⊿xm
8m
30m Approach time: t21
Speed : v=Δx / (t21-t11)
Length :l=v * (t22-t21)
Image sensor
Virtual loop
Approach time t11 t21 Passage time t12 t22
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3.1 Video image traffic detector
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Equipment
Specification
Camera Video Camera /Infrared camera
Capacity
Number of lane
Maximum 2 lanes
Speed 1~160km/h
Detection 90% or more (visible camera) in specified installation condition 95% or more (infrared camera)
Environmental condition Temp:-20~+50℃ /Hum:20~85% /Altitude: 1,000m or less
Body Material Aluminum
Dimension /Weight
Dia. 120mm / 880g(video camera) 950g(infrared camera)
Number of input Maximum 8 channels
Output interface LAN (Ethernet)
Measurement data Traffic vol. (per lane / per car type) / Average speed (per lane) / Occupancy (per lane) in every one minute
Time management Synchronizing with controlling computer
Fault detection Detecting a failure of running image sensors
Operation check By maintenance console
Operating condition Temp: -20~+40℃ /Hum:20~85% /Altitude :1000m or less
Power supply Voltage AC210V /Frequency 50/60Hz /Power consumption 200VA or less
Body Material SUS304 /Thickness 2mm /Protection level eq. to IP65
Dimension /Weight
W500mm × H700mm x D250mm /About 70kg
System configuration
AC pw E
Traffic control room or
electrical room
Traffic measurement panel
Signal cable
Data server
Tunnel entrance
Venti. cntl panel
Camera
Pole
Media converter
Media converter
LAN
Installation example Converter box Infrared camera Video camera
Processor max8ch
For more inquiries or information about video image traffic detector, …http://www.sohatsu.com/ Image processing unit of video image traffic detector is made by FLIR in Belgium.
Ima
ge
Sen
so
r C
onve
rter b
ox
Info
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3.2 Laser traffic detector
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Abstract
Loop coil traffic detectors are widely used as traffic meters on the main highways. Loop
coil traffic detectors are hardly influenced by external environmental conditions, and their
measurement accuracy is considered to be more than 99%. However, since the loop coil of
the loop coil vehicle detectors needs to be embedded in the road surface, it has the problem
of large scale installation and repair works.
Laser traffic detectors use laser light and on top of being highly accurate, its accuracy is
not affected by environmental changes such as day/night, rain, fog, snow etc. In addition,
the detector can be installed on gates and roadside poles, making installation and repair work
relatively easy.
Features
1. The accuracy of its traffic volume detection is more than 99%, equivalent to loop coil
traffic detectors.
2. The detector can be attached to existing structures, gates, and roadside poles
(drilling on the road surface is required for loop coil traffic detectors).
3. The detector uses a simple measurement principle of measuring the entry and exit
times of the detected vehicle from the reflection distance data.
4. There is little effect on its accuracy due to environmental factors such as day/night,
rain, fog, snow etc.
Measurement Principles
Laser traffic detection consists of two laser sensors, an approach sensor and a passage
sensor. The approach sensor emits a laser at an elevation angle of 45°towards vehicles
entering from the main upstream traffic line, and the passage sensor emits a vertical laser
towards vehicles passing by directly below from the main upstream traffic line.
Three fields can be configured as monitoring areas corresponding to 3 traffic lanes for
both the approach and passage sensors.
Approach time:t21
Speed:v=Δx / (t21-t11)
Length:l=v * (t22-t21)
Appro
ach s
ensor
Passage s
ensor
⊿xm
⊿xm
8m 25m
Approach time t11 t21
Passage time t12 t22
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3.2 Laser traffic detector
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Equipment
Specification
Laser s
ensor
Laser wave length 905nm
Capacity
Number of lane Max 3 lanes
Speed 1~160km/h
Resolution 2.3m or more of vehicular gap
Detection accuracy 99% or more (in specified installation condition)
Detectable distance 25m (between vehicle and sensor)
Measurement accuracy of length
±50cm
Measurement accuracy of speed
±5km/h
Operating condition Temp:-20~+50℃ /Hum:20~85%
Body
Material Protection level: IP67
Dimension /Weight
W155mm × H185mm × D160mm /3.7kg
Converte
r box
Output interface LAN (Ethernet)
Output signal Traffic vol. (per lane / per car type) / Average speed (per lane) / Occupancy (per lane) in every one minute
Time management Synchronizing with controlling computer
Fault detection Detecting running image sensors
Operation check By maintenance console
Operating condition Temp: -20~+50℃ /Hum:20~85% /Altitude :1000m or less
Power supply Voltage AC210V /Frequency 50/60Hz /Power consumption 500VA or less
Body
Material SUS304 /Thickness 2mm /Protection level eq to IP65
Dimension /Weight
W500mm × H700mm x D290mm /About 70kg
System configuration
Laser sensor Converter box
Traffic control room
Data server
Converter box
Road surface Laser sensor
Media converter
CPU
Media converter
Laser traffic detector is made by SICK in Germany.
Installation example
Info
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3.3 Pump-less CO meter
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Abstract
CO (carbon monoxide) emitted from vehicles traveling in tunnels (mainly small gasoline
vehicles) is colorless and odorless, but is toxic and is said to be dangerous even at relatively
low concentration levels.
A CO concentration of 100 ppm has
been used as an indicator for installation
and operating standards of ventilation
fan. Recently, the number of ventilation
fan installed based on the VI40%
standard has been decreasing, and in
tunnels near the city and urban areas, there have been increasing cases of ventilation fan
being operated based on the CO concentration during times of accident or congestion.
A pump-less CO meter is a controlled potential electrolysis type sensor that continuously
measures the CO concentration in tunnels. The sensor’s structure consists of a cartridge
type sensor body, and a porous measurement electrode in direct contact with the air in the
tunnel.
In conventional CO meters, air in the tunnel was drawn into the sensor by a pump
through a filter, but filter clogging and pump failures have been considered as problems. As
pump-less CO meters have no filter or pumps, in addition to having few failures, the cartridge
type sensor body means that calibration in the tunnel is unnecessary, and its serviceability is
excellent.
Features
1. Due to the meter being pump-less, there is no time delay (usually 3 – 5 minutes) due
to air suction, and has excellent responsiveness.
2. It has a small number of parts, and the converter box is small and lightweight.
3. As there are no pumps or filters, it has few failures and has excellent reliability.
4. The sensor is integrated with the converter box, and installation work is easy.
5. The sensor body is a cartridge type and can be attached and detached. It is also
unnecessary to perform on-site reference gas calibration, and maintenance is easy.
Measurement Principles
The measurement principle of the pump-
less CO meter is controlled potential electrolysis.
The meter structure consists of a synthetic resin
container with an airtight structure consisting of
a CO gas permeable diffusion membrane,
porous measurement electrode, reference
electrode, counter electrode, embedded Negative Temperature Coefficient (NTC) resistor for
temperature measurement, and an electrolyte solution.
The measurement principle is to regulate the potential of the measurement electrode
with respect to the reference electrode, perform electrolysis, measure the electrolytic current
flowing at the time, and detect the gas concentration. An oxidation reaction occurs at the
measurement electrode, and a reduction reaction occurs at the counter electrode. The
current flowing between the measurement electrode and the counter electrode at the time is
proportional to CO concentration. As this oxidation-reduction reaction is dependent on
temperature, compensation for temperature is carried out by the embedded NTC resistor.
Structure of pump-less CO meter
Converter box
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3.3 Pump-less CO meter
11
Equipment
Specification
Dete
cto
r
Measurement method
Controlled potential electrolysis type
Measured gas Carbon monoxide
Measurement range CO consistency 0~300ppm
Measurement accuracy
±1% or less of full scale
Operating condition Temp: -20~+50℃ /Hum: 20~85%
Response speed 1 minute or less (90%)
Calibration Manually operated
Body
Material GRP (glass-fiber reinforced plastic)
Dimension /Weight
W135mm x H136mm x D130mm /About 900g
Converte
r box
Output signal CO consistency 0~300ppm /DC4~20mA /500Ω or less
Control signal Checking / Measuring
Alert signal Fault /Power off /Checking
Operating condition Temp: -20~+40℃ /Hum: 20~85% /Altitude: 1000m or less
Power supply Single phase 2 wire system /Voltage AC210V /Frequency 50/60Hz /Power consumption 50VA
Body
Material SUS304 /Thickness 2.0mm /Protection level IP65
Dimension
/Weight W500mm x H800mm x D150mm /About 50kg
System configuration
More inquiries and information about pump-less CO meter, …http://www.sohatsu.com/
Sensor main unit (detector and converter box) of pump-less CO meter is made by DURAG in Germany Metropolitan Expressway Co., Field experiment of the measurement sensors for tunnel ventilation, 27th Japan Road Congress, pp20071-20072, 2007.
AC pw E
Converter box CO detector
Electrical room Tunnel
Instrumentation
panel Signal cable
Converter
box
CO detector
Instrumentation panel
Pump-less CO meter was registered with New Technology Information System (NETIS) in 2010. [No.KK-100016-A] Note
Info
Literature
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3.4 Short distance VI meter
12
Abstract
Soot and dust emitted from vehicles traveling in the tunnel (mainly large diesel vehicles)
will affect how vehicles in front of the driver and the tunnel shape looks. The light
transmittance (VI 0 - 100%) between two points 100m apart in the tunnel is used as an index
to measure this effect. The short distance VI meter consists of a light emitter/receiver,
reflector, and one converter box. The light
emitter/receiver and the converter box
are connected with a dedicated cable.
The light emitter/receiver and the
reflector are installed 10m apart, and the
light transmittance of the return 20m
optical path is converted to light
transmittance for 100m.
Features
1. The distance between the light emitter/receiver and the reflector is short at 10m,
making it ideal for bends and short distances.
2. There is only one convertor box for the light emitter/receiver (conventionally, 1
converter box each is required for the light emitter and light receiver, with a total of 2
units required).
3. By using an automatic compensation method to correct for light source deterioration
and window dirt, it is possible to calibrate for 100% transmittance.
4. As adjustment for the optical axis can be performed easily, less time is needed for
installation and adjustment.
5. The maintenance cycle is long, usually 1 year. The meter includes a function that
activates a cleaning alarm if the meter is very dirty.
Measurement Principles
The short distance VI meter operates on the principle of optical transmission. The light
emitter/receiver and the reflector are installed facing each other, and the light emitted from
the light source is divided into a reference beam and a measuring beam by a half mirror. The
reference beam is reflected by the reference beam mirror and directly enters the light
receiving element. The measurement beam is reflected by the reflector through the
measurement path, and travels through the measurement path again to enter the light
receving element. Light transmittance is measured by the attenuation of the light beam
caused by fine particles present on this measurement path. In addition, by comparing the
reference beam and the measurement beam,
the aging or temperature drift of the optical
sensor is automatically corrected. The window
and reflector of the short distance VI meter uses
a structure to prevent adhesion of dirt.
Nevertheless, the adhered dirt is atuomatically
corrected for on a regular basis using a purpose-
built reflector built contained within the light
emitter/receiver. The automatic cleaning alarm
activates when the meter is very dirty.
Transmittance Converter box
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3.4 Short distance VI meter
13
Equipment
Specification
Dete
cto
r
Measurement method
Continuous light modulation base comparison method
Range 100m transmittance 0~ 100% (20 transmittance is converted by linearizer)
Minimum scale 2% or less
Measurement accuracy
±2% or less of full scale
Response speed 10 seconds or less (90%)
Moving average 5 ~ 1800 seconds (60 seconds or 120 seconds in general)
Measuring length 1~12m (default 10m)
Calibration Light modulation base comparison inside projector /Light receiver unit
Light source SWBD (Super wide band diode)
Environmental condition
Temp: -20~+50℃ /Hum: 20~85%
Body
Material SUS316
Dimension /Weight
Projector/Light receiver W808mm x H325mm x D177mm /About 10kg Reflector W596mm x H160mm x D170mm /About 7kg
Converte
r box
Output signal 100m transmittance 0~100% /DC4~20mA /500Ω or less
Contact signal Checking /Fault Power off (Cleaning alarm)
Operating condition Temp: -20~+40℃ /Hum: 20~85% /Altitude: 1000m or less
Power source Voltage AC210V /Frequency 50/60Hz /Power consumption 70VA
Body
Material SUS304 /Thickness 2.0mm /Protection level IP65
Dimension /Weight
W500mm x H600mm x D150mm /About 50kg
System configuration
Projector/Light receiver Converter box Reflector
Electrical room Tunnel
Instrumentation
panel
10m
Mounting bracket
Reflector
Special cable
Cable
Projector
/Light receiver
AC pw E
Signal cable
Converter box
Instrumentation box
Short distance VI meter was registered with NETIS in 2009 [No.KK-080041-A]
For more inquiries and information about short distance VI meter, …http://www.sohatsu.com/ Sensor main unit (Detector and converter box) is made by DURAG in Germany.
Note
Info
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3.5 Cross section airflow meter
14
Abstract
Longitudinal tunnels are ventilated by longitudinal wind. This longitudinal wind occurs
due to natural ventilation, traffic ventilation, and mechanical ventilation. An airflow meter that
measures longitudinal wind is used not only for monitoring and control during normal times,
but also used for the control of low wind speeds and zero wind during fires.
The cross section average wind speed
of a longitudinal tunnel is the same at any
point in the tunnel. Nevertheless, wind
speed in the same cross section becomes
non-uniform due to the movement of
vehicles etc. As conventional airflow meters
measure the local wind speed near the wall of the tunnel, the average cross-section wind
speed of the tunnel is estimated by using a conversion factor (1.2 – 1.5 times). However, it
is known that there is considerable divergence of this estimated value and the actual cross-
section average wind speed in bidirectional tunnels etc.
The cross-section airflow meter measures the tunnel’s cross-section wind direction and
wind speed by using two ultrasonic transceivers installed on both wall surfaces of the upper
portion of the tunnel, and measuring the difference in propagation times between the sending
and receiving of ultrasonic pulses from the transceivers.
Cross-section airflow meters are able to obtain measurements closer to the average
cross-section wind speeds in bidirectional tunnels and tunnel bends, as well as trumpet-
shaped expanding cross-section tunnels, making them superior for use in emergency
ventilation situations and as environmental countermeasures.
Features
1. Measures wind direction and wind speed of tunnel cross-section.
2. The cross-section airflow meter is able to implement energy savings and safety
improvements in terms of ventilation control for bidirectional tunnels.
3. Zero-point and span adjustments are performed automatically.
4. Since the sensor head (ultrasonic transceiver) is attached to the upper portion of the
tunnel wall surface, in addition to being easy to install, there is no risk of the meter
coming into contact with vehicles.
5. It is easy to maintain and check the sensor as this can be done via inspection of the
roadside converter box.
Measurement Principles
Cross-section airflow meters operate according to the principle of differences of the
propagation of ultrasonic waves. Two ultrasonic transceivers alternately transmit and
receive ultrasonic pulse signals generated from the converter box attached to the tunnel wall
to measure the propagation time. The wind direction and wind speed are calculated from
the difference between the measured propagation times in the forward and reverse directions.
t+ Pulse propagation time to forward direction t- Pulse propagation time to backward direction c Sound speed v Gas speed L Measuring length Α Installed angle
Calculation of airflow meter
Converter box
v
Downstream sensor
Upstream sensor
v =L
2 ∙ cosα∙t− − t+t− ∙ t+
α
-
3.5 Cross section airflow meter
15
Equipment
Specification
Dete
cto
r
Measurement method Ultrasonic transceiver Propagation time difference
Range -20m/s~+20m/s
Accuracy 2% or less of full scale
Moving average 1~180 seconds (any)
Measurement length 1.5m~21m (default 10m)
Installation angle 30°~60°(default 45°)
Operating condition Temp:-20~+50℃ /Hum:20~85%
Resolution ±0.1m/s or less
Calibration Automatic
Body Material SUS316
Dimension /Weight W150mm x H175mm x D220mm /About 2kg
Converte
r box
Output signal Wind speed -20m/s~+20m/s /DC 4~20mA /500Ω or less
Contact signal Checking /Fault /Power off
Operating condition Temp: -20~+40℃ /Hum: 20~85% /Altitude: 1000m or less
Power supply Voltage AC210V /Frequency 50/60Hz /Power consumption 50VA
Body Material SUS304 /Thickness 2.0mm /Protection level IP65
Dimension /Weight W500mm x H600mm x D150mm /About 50kg
System configuration
Cross section airflow meter was registered with NETIS in 2008. [No.KK-080009-A] For more inquiries and information about cross section airflow meter, …http://www.sohatsu.com/ Sensor main unit (detector and converter box) of cross section airflow meter is made by DURAG in Germany.
Metropolitan Expressway Co., Field experiment of the measurement sensors for tunnel ventilation", 27th
Japan Road Congress, pp20071-20072, 2007.
Converter box
Electrical room Tunnel
Instrumentation
panel
45°
Ultrasonic transceiver
(send) A
Special cable A
AC pw E
Signal cable Converter box Ultrasonic transceiver
(receive) B
Special cable B
Ultrasonic transceiver Instrumentation panel
Note
Info
Literature
-
3.6 Linear temperature sensor cable
16
Abstract
When a fire occurs in a longitudinal tunnel, heat, smoke and gas caused by fires flow to the
leeward side. In the event that vehicles are stuck in congestion in the leeward side of tunnels,
the exposure to these heat, smoke, and gas is dangerous, not only in the case of bidirectional
tunnels, but also including unidirectional tunnels.
Enhancing safety against tunnel fires has
become a global trend. Currently, there are
cases of fire and ignition point detection
devices being installed for ventilation control
in the event of fires even in tunnels of 3000m
or less, even though in Japan these tunnels are not required to install fire detection devices.
The ignition point detection device is a temperature sensor cable widely used in Europe.
The cable is able to detect fires and the measure the location of ignition points from the
measurement data of the semiconductor temperature sensors installed inside the cable at
regular intervals (normally 5m, 8m).
The tunnel fire detectors conventionally used in Japan are light detection devices used
to detect the light from flames. As these fire detectors are usually installed at 25m pitch (or
50m pitch), it is difficult to pin-point the exact location of the ignition point when multiple fire
detectors respond. The ignition pint location detectors can accurately detect the location of
ignition points from radiant and convection heat.
Features
1. Quickly and accurately detect fire occurrence, ignition point and scale of fire.
2. Since the temperature sensor cable has a built-in power supply line and signal line,
1 relay box can cover approximately 1500m of the tunnel.
3. The temperature sensor cable is built to be perfectly shielded, and is not affected by
dust, exhaust gas, temperature, freezing and vibrations.
4. Installing the temperature sensor cable on the tunnel ceiling is easy.
5. There is no need to clean the temperature sensor cable. Additionally, maintenance
of the temperature sensor cable is easy as the working status of all the sensors is
constantly monitored.
Measurement Principles
All measured temperature sensor data is
collected every 5 to 10 seconds from sensors found
at regular intervals on the temperature sensor cable.
Temperatures inside tunnels fluctuate in a spatio-
temporal manner throughout the day. A temperature
differential can be obtained from measured
temperatures by correcting these spatio-temporal
temperature fluctuations with reference and
correction temperatures. When this temperature differential exceeds a predetermined
threshold, a temperature abnormality (fire) alarm is issued.
Tem
p d
iff
0 10 20 30 40 50
℃ ΔT℃:Threshold
Alert:Temperature diff>ΔT℃
Spare alert:Temperature diff>0.5×ΔT℃
4 3 2 1 0
Converter box
Temperature sensor
cable
t(sec) [Formula] Temp diff = measured – reference - correction
-
3.6 Linear temperature sensor cable
17
Equipment
Specification
Tem
pera
ture
dete
ctio
n c
able
Measurement method Semiconductor temperature sensor
Detection temperature -40~+85℃ (short time period 120℃)
Resolution 0.1℃
Thermostability -40~200℃
Sensor interval 5m,8m (1,2,4m as well)
Maximum length of electric cable
1750m (sensor interval 5m),2500n (sensor interval 8m)
Maximum cable extension length
500m
Self-diagnosis function Operation check at every constant time to check faults
Output interface LAN cable
Cable
Material Halogen free fire-resistant (based on DW207,part24)
Dimension /Weight
Outside dia 18mm /About 0.45kg/m
Converte
r box
Measuring point Maximum 350 points
Measuring frequency 5~10 seconds
Operating condition Temp: -20~+50℃ /Hum:20~85% /Altitude :less than 1000m
Power supply Voltage AC100V /Frequency 50/60Hz /Power consumption 70VA
Body Material SUS304 /Thickness 2.0mm /Protection level IP65
Dimension /Weight
W600mm × H660mm ×D500mm /About 80kg
Fire
poin
t dete
cto
r pa
nel
Input signal Temperature values of All of sensors
Output signal Fire detection /Fire point
Operating condition Temp: -20~+40℃ /Hum: 20~85% /Altitude: 1000m or less
Power supply Voltage AC100V /Frequency 50/60Hz /Power consumption 200VA
Body
Material SPCC2.3
Dimension
/Weight W600mm x H2350mm x D700mm /About 200kg
System configuration
Temperature detection
cable
Converter box Fire location detector
panel
Linear temperature sensor cable was registered with NETIS in 2015. [No.KK-140022-A]
For more inquiries and information about linear temperature sensor cable, …http://www.sohatsu.com/ Sensor main unit (temperature detection cable, converter box, measurement controller) is made by LISTEC in Germany.
Minimum safety requirements for tunnels in the trans-European road network, Corrigendum to Directive 2004/54/EC, 2004.
Note
Info
Literature
-
3.7 Automatic incident detection with video camera
18
Abstract
Vehicle accidents and fires in road tunnels often cause catastrophes that result in human
deaths. In order to prevent such catastrophes from happening, it is important to detect various
abnormal phenomena which would lead to adopting appropriate measures, such as providing
appropriate information to users,
controlling entry and exit, and
controlling emergency ventilation etc.
In large tunnels with a high volume
of traffic, there are an increasing
number of cases where many cameras
are installed to monitor the inside of the tunnel. The incident detection equipment processes
images of cameras installed in tunnels and automatically detects anomalies when an
accident or fire (smoke) occurs. Since this equipment operates quickly and reliably, it can
assist and reduce the operators’ burden. Detection items Main functions
Average vehicle group speed Time share
Speed reduction Low speed vehicles
Stopped vehicles Vehicles going against traffic
Fallen objects Pedestrians Smoke/Fog
The above abnormalities are detected approx. 30 seconds
after occurring.
Virtual loops × 2 Detection zones × 4
Real-time data communication
Video transmission of pre/post event occurrence
Video transmission using MPEG-4
Web server function
(Remote operation/remote monitoring)
Features
1. The image processing algorithms, based on extensive experience, quickly detect
various abnormalities occurring in the tunnel, such as speed reductions, stopped
vehicles, presence of smoke etc.
2. The image processing unit has a compact shape which includes the image
processing algorithm, various communication functions, video distribution functions,
and web server functions.
3. The image processing unit has excellent environmental proofing and high reliability.
4. As the 8 image processing units are housed compactly in a 19-inch rack, it is possible
to reduce the size of the storage plate even if there are many cameras.
5. The equipment has remote control and remote monitoring functions from its web
server, and is excellent in terms of maintainability.
Measurement Principles
A directional virtual loop is set for each lane on the camera image, and detects speed
reductions, low speed vehicles, and vehicles going against traffic. In addition, detection
zones are set along each lane on the camera image, and incidents and abnormalities that
happen within these detection zones such as stopped vehicles, fallen objects, pedestrians,
and smoke/fog etc. are detected using differences in images. Low-speed, reverse-running Stopping, falling object, pedestrian Haze
Example of accident detection
Image sensor
Detection zone
-
3.7 Automatic incident detection with video camera
19
Equipment
Specification
Cam
era
Capacity Type 1/3 Progressive scan Exmor CMOS sensor
Output signal JPEG/MPEG-4/H264
Converte
r box
Output signal JPEG/MPEG-4/H264
Operating condition Temp:-20~+50℃ /Hum:20~85% /Altitude: 1000m or less
Power supply Voltage AC210V /Frequency 50/60Hz /Power consumption 150VA
Cabinet
Material SUS304 /Thickness 2.0mm /Protection level IP65
Dimension /Weight
W400mm x H400mm x D200mm /About 50kg
Accid
ent d
ete
cto
r panel
Input signal JPEG/MPEG-4/H264
Output signal Speed down /Low-speed, stopping and reverse-running vehicle / Falling object /Pedestrian /Haze
Operating condition Temp:-20~+40℃ /Hum:25~85% /Altitude: 1000m or less
Power supply Voltage AC100V /Frequency 50/60Hz /Power consumption 200VA
Cabinet
Material SPCC2.3
Dimension /Weight
W600mm x H2350mm x D700mm /About 250kg
System configuration
For more inquiries and information about automatic incident detection with video camera, …http://www.sohatsu.com/ Image processing unit of automatic incident detection is made by Flir in Belgium.
Converter box
Converter box
Converter box
Accident detector panel
Media controller
Data server
Electric room Tunnel
Fan control
Media
controller
LAN
Media
controller
Media
controller
Camera Image processing unit Accident
detector panel
More than 100,000 units with this technology of automatic detection has been used in the world. Note
Info
-
4.1 FCVC ventilation control
20
Abstract
Tunnel ventilation fans are controlled with the sensor data of traffic counter, VI meter,
CO meter, Airflow meter, fire detector and others. Ventilation control is classified into two
categories: normal ventilation control and fire emergency ventilation control.
Normal ventilation control is to realize energy saving keeping pollution density (VI, CO)
below regulated environmental criteria. To achieve it, feedback (FB) control, feed forward
(FF) control and AI fuzzy control are employed traditionally. Fire emergency ventilation
control is to protect drivers’ safety and support fire brigades’ rescue and fire-extinguish activity.
To meet the requirement, zero-flow ventilation control and smoke exhaust control are
employed.
The new FF ventilation control FCVC (traffic prediction as FF, and pollution
density/airflow FB control) has added airflow FB control to traditional FF control (traffic
prediction and pollution density FB control). The FCVC achieves not only improvement of
energy saving performance but also seamless migration to zero-flow and smoke exhaust
control in fire emergency at the same time. The FCVC is also applied to both constant
speed and variable speed jet-fan control.
Features
① The air velocity feedback loop built in FCVC can stabilize the longitudinal air velocity.
② In normal ventilation control, the air velocity feedback loop achieves the energy
saving operation by combining widely used traffic forecast and VI/CO pollution
density feedback loop.
③ In fire emergency ventilation control, the air velocity feedback loop running all the
time in the normal state operation switches effectively to the zero-flow control and
realizes a highly reliable ventilation control.
④ FCVC realizes a single and unified control structure for both normal ventilation
control and fire emergency ventilation control, which were implemented in two
separate control structures in the past. Having reduced to few control parameters,
FCVC is quite simple and robust, and can be adjusted simply.
Operating principle
Normal ventilation control has been realized with FB control, FF control and AI fuzzy
control. The new FF ventilation control FCVC is made of FF and FB part in the same way
as the traditional FF control. The FB part in the traditional FF control is FB control of
pollution density, while the new FF ventilation control has added cascaded airflow FB to FB
control of pollution density in the FB part.
Fire emergency ventilation control employed
zero-flow control, low speed airflow control and
smoke extraction control. They are all realized
as airflow FB control. The new FF ventilation
control FCVC contains the airflow FB control as
normal operation and thus it can switch to fire
emergency ventilation control seamlessly.
Control block structure of new FF
ventilation control FCVC
Traffic measureme
nt data
Traffic predict
ion
VI/CO Setting
VI/CO feedback
Inte
gra
ted
pro
cessin
g
VI/CO Measurem
ent data
AV feedback
AV Measurement data
Ventilation plan
-
4.1 FCVC ventilation control
21
Comparison of ventilation control software
FB control
(feedback) FF control
(feed forward) New FF ventilation control
(FCVC,FCVC-N)
Control block
FF ― Traffic prediction in feed
forward Traffic prediction in feed forward
FB Pollution density feedback Pollution density in feedback Pollution density and airflow
velocity in feedback
Control goal Normal ventilation
operation Energy saving normal ventilation operation
Energy saving normal ventilation and safety ventilation at fires
Target tunnel Longitudinal ventilation Longitudinal ventilation Longitudinal ventilation
Jet-fan control method Constant speed control Constant speed control Constant / variable speed
control
Perfo
rma
nce
Usefulness
VI/CO violation
frequency × △ ○
Airflow velocity
fluctuation × △ ○
Economy
Power consumption △ ○ ◎
Contract power △ ○ ○
Safety
Driver evacuation △ △ ○
Smoke extraction △ △ ○
Maintain
Parameter adjustment × △ ◎
Case studies
Two figures illustrate the result of numerical simulation of FCVC in a hypothetical tunnel for normal ventilation control and fire emergency ventilation control, respectively. The tunnel studied in simulation is 1,500m long, counts 14,000vehicles/day, and operates six (6) jet-fans in the normal operation and three (3) jet-fans in the fire emergency operation. Figure shows the jet-fan speed response which tracks well to the daily traffic pattern, and keeps VI faithfully in the range of the target density 60%. Figure shows the result of the air velocity “zero” control by FCVC. It illustrates the fire
emergency control initiated one minute after the fire incident, and the air velocity “zero” achieved about 1.5 minutes later (2.5 minutes after the fire inciden t)
Ventilation control system for bi-directional tunnel by jet-fan [Japan Patent No.4898732]
Automatic control of two-way tunnels with simple longitudinal ventilation, 5th International Conference, Graz, 2010. A new ventilation control for inverter driven jet-fans, BHR 14th ISAVVT, 2011. A new ventilation control for road tunnels using natural wind and piston force of traffic, co-authored by Public Works Research Institute, 17th Underground Space Symposium, 2011.
FCVC,FCVC-N had been developed by collaboration research of Public Works Research Institute and Sohatsu and its efficiency was properly validated by application test in actual tunnel from 2008 to 2010. See Sohatsu web site for the summery of the literatures. …http://www.sohatsu.com/
Patent
Info
Literature
-
4.2 FCVC ventilation control panel
22
Abstract
Ventilation control device installed in ventilation control panel is the control tower of
ventilation control system which is made of sensors and jet-fans. Measured data at
each sensor is entered ventilation control device. The control logic of the device
generates operation command to
ventilation fans based on the measured
data. Human operator understands the
current tunnel status with monitor screen
and trend graph of the control device,
decides control policy and enters the
policy in the logic with parameter
adjustment screen.
The new FF control device is a programmable logic controller (“PLC”) which is
equipped with the new FF ventilation control FCVC program. The device is equipped
with energy saving and safety features of the new ventilation control FCVC as well as a
touch panel to be used as an interface to operators. Operators can perform monitoring
and operation easily through the touch panel screen.
The new ventilation control device is connected to the PLCs which enter sensor data
to the device and send protection/control signal to ventilation fans.
Features
① Normal ventilation control achieves energy saving by combining traffic prediction
which is employed widely and traditionally, feedback control loops of pollution
density (VI, CO), and airflow feed forward loop control.
② Fire emergency ventilation control achieves highly reliable zero-flow control with
airflow feedback loop which is commonly operated in normal ventilation control.
③ Display of state variables on computer screen and trend graphs allows operators to
understand the ventilation control status briefly.
④ Interactive access to computer screen for setting ventilation objectives and updating
tunnel parameters makes the ventilation control system operation much easy.
Operating principle
Operators can monitor values measured in each sensor and operation status of
ventilation fans on status monitoring screen. In addition, trend graph allows operators to
confirm changes of data in the past. Operators can set
target criteria of VI and CO, and control target of
electricity demand operation. In case ventilation fan
failure occurs, operators can remove those fans and set
sensor group and fans which are usable for ventilation
control. Parameter adjustment screen allows setting
vehicle equivalent resistance and pollution volume of VI
and CO per vehicle. The screen also allows adjustment
of proportional and integral gain in the feedback control.
Instrument Ventilation control
Ventilation power
JINV FCVC
Sensor
(WS,VI,CO)
(Traffic)
Touch panel functions
Condition monitoring
Monitoring
Operation
Trend chart
Target setting
Parameter setting
-
4.2 FCVC ventilation control panel
23
Illustration of screens
Specifications
New FF
ventilation
control
device
Touch p
anel
Size/resolution 12.1 inches 800×600 pixels
Color display Max 65536 colors
Operating condition Temperature:0~55℃ Humidity:10~90%(no condensation)
Power supply Voltage:AC100~240V Frequency:50/60Hz
Dimension/weight 316mmW ×246mmH ×52mmD 2.4kg
P
L
C
Operating condition Temperature:0℃~55℃ Humidity:5~95%(no condensation)
Power supply Voltage:AC100~240V Frequency:50/60Hz
Interface
Ethernet, CCLink, FL-net
Input:Sensor measurement(VI, CO, AV,TC)/via PLC
Output:number of JF unit・variable speed of JF unit/via PLC
System configuration
This system was developed for energy saving and safety improvement for bi-directional tunnel.
More inquiries and information about application to actual tunnels, …http://www.sohatsu.com/
Condition monitoring Parameter setting Trend chart
Inside tunnel Electrical room
Inverter panel
PLC*
Inst. panel Control panel
PLC*
New FF Vent control
device
Traffic
measure (TC)
Air velocity
measure (AV)
Haze measure
(VI)
CO measure (CO)
Fire detect (FD)
Tunnel
PLC*
PLC*
Inverter
JF
DFSA
Power
Air pressure (for FCVC-N)
**
*PLC: Programmable logic controller
**DFSA: Distance free surge absorber
Note
Info
-
4.3 Data analysis device
24
Abstract
The data analysis device builds a “virtual tunnel” in PC which simulates an actual
tunnel, and conducts plan/evaluation of the ventilation control at the virtual tunnel to utilize
the results in operations of the real tunnel.
It is deemed that accurate evaluation of ventilation control system is difficult, because
tunnel conditions (traffic, natural wind) change day by day and thus it is difficult to
reproduce the same conditions at the actual tunnel.
The data analysis device can set the same conditions of the target tunnel built in PC,
making it possible to conduct evaluation, verification and improvement of ventilation control
method both prior and posterior to commissioning tunnels.
Features
① Multiple adjustments can be compared under the same condition.
② Control algorithm in ventilation control system can be learned.
③ Know-how to adjust control parameters can be accumulated.
④ Knowledge and experience on ventilation control system can be improved.
⑤ Safety at fires, automatic ventilation control method and automatic ventilation control
system operation can be evaluated and improved
⑥ Setting and operating become easy with guidance function.
⑦ Standard FB and FB+FF controls are available s conduct comparative study of
automatic ventilation control.
⑧ Many case studies are available for verifying simulation accuracy.
⑨ Computation can be done a few of ten times as fast as real time.
①Virtual tunnel (simulator)
Control
parameter
setting
Ventilation control
algorithm
Input/output
⑤Monitoring
/Operating
screen Traffic model
Air-velocity
model
Density model
Control I/F
②Ventilation
control algorithm
(emulator) ④Ventilation control
database
LAN I/F
DLL
H
um
an
Inte
rface
Measurement data I/F
Jet-fan
VI meter
CO Meter
AV meter
TC
Tunnel
③Pa
ram
ete
rs e
stim
atio
n
Data analysis unit Ventilation control system (Ventilation control panel)
Report
generation
制御室 統計解析サーバ
Data server
-
4.3 Data analysis device
25
Functions
Function Outline
Evaluation of ventilation
control
Evaluate past measured data (traffic, AV, VI values) with “average-2 σ”, trend graph and statistical analysis graph, and extract parameters which are to be adjusted.
Planning of ventilation
control
Search the optimal value of the parameter which are extracted in “Evaluation” stage. Confirm search results in short time on the virtual tunnel.
Accumulation of tunnel
parameters
Adjust and update daily and automatically the parameters such as vehicle projected section supplement coefficient and pollution emission supplement coefficient which are unique to individual tunnel to keep consistency between actual and virtual tunnels. Expect to compare with other tunnels, and capture regional characteristics, leading to utilize the adjustments in the design of future tunnels through accumulating the adjusted values.
Automated report
generation
Generate report of evaluation results automatically, supporting maintenance crews to improve their productivity.
① Traffic, airflow, pollution density and fire smoke can be simulated.
② Sensors (AV, VI, CO, TC) can be installed at any location.
③ Traffic volume, vehicle velocity and natural wind speed can be set at any value.
④ Congestion and vehicle breakdown can be reproduced.
⑤ Fire breakout time, scale, and growth sequence can be set arbitrary.
⑥ Simulated device failure signal can be generated to conduct testing of ventilation
control software.
Illustration of screens
Benefits of introduction
① Reduction of ventilation energy consumption (10 – 40%) by adjusting parameters
at appropriate values.
② Reduction of work hours for data analysis by maintenance staff.
③ Accumulation of know-how on parameter adjustment and improvement of
maintenance staff skills.
Popup caption of words
Selecting operation functions
Message by self-analysis function
Auto-adjustment of parameters
Getting whole scene by trend chart
Ventilation control evaluation screen
Trend chart screen
-
5.1 Variable speed control of jet-fan
26
Abstract
A trial of driving jet-fan at variable speed with inverter in longitudinal tunnel was
conducted at the Kure Tunnel in 1989, where the inverter control was employed to one of
eight jet-fans. The variable speed control with inverter was later employed in 2011 to five
jet-fans in the south extension of the Kobe Nagata Tunnel (2.9km long, bi-directional traffic,
portal concentrated exhauster ventilation), and six jet-fans in the Yoka Tunnel (2.9km long,
bi-directional traffic, longitudinal ventilation) respectively. Features, operating principle and
effects are summarized on variable speed control of jet-fan (inverter control).
Features
① Reduced startup current.
② Possible simultaneous startup of multiple jet-fans and frequent
startup/shutdown/reversal.
③ Reduced jet-fan motor noise.
④ Long jet-fan motor life.
⑤ Achieve energy saving by driving multiple jet-
fans at the same variable speed.
⑥ Realize safety with zero-flow ventilation
control at tunnel fires.
Variable speed control of jet-fans principle
Airflow, thrust (pressure rise), and power
consumption are nearly proportional to the rotational
speed to the 1st, 2nd and 3rd power respectively.
Rotational speed of jet-fan is proportional to the
frequency of the power to jet-fan motor.
Airflow, thrust and power consumption, therefore, are controlled with inverter which is a
variable frequency power source.
A comparison of constant speed and variable speed control is illustrated in the table. Items of comparison Constant speed control Variable speed(inverter)control
Starting characteristics
Startup current Need 3-5 times as large as rated current
△ Need only 1.1-1.2 times as large as rated current
○
Simultaneous startup
Restricted due to large startup current
△ No restrictions ○
Operating characteristics
Response (at fires) Lacked due to many startup current restrictions
△ Good due to no startup current restrictions
○
Energy saving (normal operation)
Difficult to achieve due to large rated power operation
△ Expected largely due to multiple units operations below rated power
○
Noise level High due to the highest rotational speed
△ Low due to multiple units running at lower rotational speed
○
Facility
Receiving power capacity
Require rated current plus startup current
△ Require only rated current ○
Countermeasures to higher harmonics
Not necessary ○ Necessary △
Ventilation power panel
Traditional control center panel ○ New inverter panel △
Noise filter Not necessary ○ Necessary to reduce noises affecting communication devices and radio broadcasting.
△
Cable Voltage drop needs considered due to rated current and startup current
△ Voltage drop needs considered only due to rated current
○
[%]
Characteristic features of jet-fan rotation control (inverter control)
Air velocity
Thrust
Power
[%]
Air
ve
locity,
th
rust,
an
d p
ow
er
Rotation
-
5.1 Variable speed control of jet-fan
27
Merits of variable speed control of jet-fans
1. Energy saving The required thrust for ventilation is achieved by adjusting the number of jet-fans running at rated speed in constant speed control. In variable speed control, the required thrust for ventilation is achieved by adjusting the rotational speed of all jet-fans running at the same power frequency. Therefore, the total power consumption to realize the necessary thrust ends lower in variable speed control than in constant speed control. This is the principle of energy saving of inverter control. Figure below illustrates energy saving quantitatively for a case of five (5) units of jet-fan operation. If thrust goes below 80%, then more energy saving merit is expected due to decreasing power loss in the cable.
2. Improving safety Zero-flow control strategy has been widely applied at fires to restrain longitudinal
airflow as quickly as possible and to keep heat and smoke as close as possible to the ceiling. Zero-flow strategy can be achieved with constant speed control of multiple jet-fans, but restriction to motors do exist due to over-current and over-heating caused by simultaneous startup of multiple jet-fans and restart just after shutdown of jet-fans. The constraint leads to delay the response of zero-flow control. Variable speed control by inverter control limits startup current almost the same level as rated current. As a result, there is no restriction in jet-fan operation such as simultaneous startup of multiple jet-fans and restart of jet-fans just after shutdown. The figure illustrates inverter voltage and current when jet-fan starts up in forward direction to maximum speed and shuts down, and restarts immediately to maximum speed and shuts down in reverse direction. Inverter current is very close to rated current in both operations.
Thrust Constant speed control Inverter control Eng
save Qty AV Power Qty AV Power
20% 1 100% 20% 5 45% 9% 55%
40% 2 100% 40% 5 63% 25% 37%
60% 3 100% 60% 5 77% 46% 23%
80% 4 100% 80% 5 89% 72% 11%
100% 5 100% 100% 5 100% 100% 0%
-4
-2
0
2
4
-1 0 1 2 3 4 5 6 7 8 9 10
Nu
mb
er o
f Je
t Fa
ns
Air
spee
d
Time [mins]
Air speed [m/s] No. of Jet Fans
controlfireincident
-150
-100
-50
0
50
100
150
-4
-2
0
2
4
-1 0 1 2 3 4 5 6 7 8 9 10
JF R
ota
tion
Sp
ee
d [%
]
Air
sp
ee
d [m
/s]
Time [mins]
Air speed [m/s]
Rotational speed [%]
controlfireincident
Comparison of constant speed and inverter control
御と台数制御の電力比較
Normal Reverse
Curr
ent/
Pow
er
Voltage
[V]
[A]
[k
Time [sec]
Input
Voltage
Output
Voltage
Output
Current
Output
Power
The use of inverter-driven jet-fans to reduce tunnel ventilation costs, BHR13 th,ISAVVT p69-p80, 2009. Automatic control of two-way tunnels with simple longitudinal ventilation", 5th International Conference, Graz, 2010.
←インバータ制御に
よる省エネ効果
Necessary thrust
AV [%] Thrust [%]
Power [%]
AV
, th
rust and p
ow
er
Inverter control Constant speed control
[%]
[%]
Literature
-
5.2 Jet-fan inverter panel
28
Abstract
Power semiconductors have evolved thyristor, transistor and IGBT with high
performance and large capacity. Thanks to the evolution, Industrial thyristor has
materialized high performance, small-sized, and low cost. The industrial-use inverter in
three phase AC 400V class has a series of 5kW to 300kW, and applied widely in every
industrial market. Jet-fan is usually three phase AC 400/440V and 30kW to 50kW, and
industrial-use inverter falls in this category.
Jet-fans are installed in main tunnel, and they are connected to inverter power panel
located in electrical room via long power cable (a few hundred meters to 2km). It is well
known that high surge voltage would be applied to jet-fan motor when jet-fan is driven by
inverter panel via long power cable. Electro-magnetic inductive noise from long power cable
and conductive noise from inverter can have a chance of causing functional failure in tunnel
facilities.
Jet-fan inverter power panel which adds noise measures to the industrial-use inverter is
explained. The development of the inverter power panel was funded by The Ministry of
Economy and Industry, and the grant of new cooperation project. The inverter panel is in
practical use through several experimental test at actual tunnels.
① Adoption of feedback-type sinusoidal waveform filter DFSA (Distance Free Surge
Absorber) has eliminated surge voltage and noises in long distance power cable,
making it practical to use driving jet-fans.
② Inverter power panel replaces the traditional ventilation power panel.
③ Three-level inverter is adopted and noise has been reduced.
④ Surge and noise measures have been verified and validated in many experiments
and actual usage.
⑤ LFHA (Load Free Harmonic Absorber) is available as a measure to eliminate
conductive noise by higher harmonics to power source circuit.
Illustration of operation
Jet-fan is installed inside main tunnel and connected to inverter power panel at electrical
room via long power cable.
Figure to the left shows a main circuit and output voltage waveform of three-level inverter.
Three-level inverter reduces significantly surge voltage compared with two-level inverter.
Combining three-level inverter and DFSA can eliminate surge voltage to jet-fan motor and
noise to other facilities within the range which does not cause any problems.
Right figure illustrates output voltage of inverter and input voltage to jet-fan motor.
Inverter ventilation power panel output voltage waveform Jet-fan motor voltage waveform
Without DFSA With DFSA
-
5.2 Jet-fan inverter panel
29
Exterior appearance of device
Panel specification Series
Item 37kW-JINV 55kW-JINV
Panel
Model Indoor self-closed type
Power Main:3 Phase 3 Wire 440V 50/60Hz Control:Single Phase 100V 50/60Hz
Panel Dimension (Reference)
Incoming Panel
W700×H2350×D800mm W700×H2350×D800mm
Inverter Panel
W700×H2350×D800mm W800×H2350×D800mm
Inverte
r
Inverter Capacity 37kW 55kW
Jet-fan Motor Capacity < 33kW < 50kW
Input Voltage 3 Phase 380~480V ±10%
Output Voltage 3 Phase 380~480V
Output Frequency 0~50/60Hz
Control Method 3 Level PWM Control
LFHA (Anti Higher Harmonics)
3 Phase Bridge with ACL+DCL Conversion Constant k=1.4 12 pulse input (Smooth Condenser) with ACL+DCL Conversion Constant k=0.7(optional)
Self-Excited 3 Phase Bridge (PWM Converter) Conversion Constant k=0.0(optional)
DFSA(Anti Surge Noise)
Cable Length < 2,000m
Rated Current 48A 80A
JF 30~33kW×1 50~55kW×1
System configuration
For more inquiries, …http://www.sohatsu.com/ BHR14thISAVVT p91-p102“Application of the inverter-driven jet-fans to the Kobe Nagata Tunnel, 2011. See Sohatsu web site for the summary …http://www.sohatsu.com/Jsite/information/i-2.htm
6600V 460V
Electric room
Open/cl
ose box
PLC
CC Link
Inverter ventilation power panel
Inverter ventilation power panel was registered with NETIS in 2014. [No.KK-130014-A]
LFHA INV DFSA
Inverter ventilation power panel 12 pulse transformer DFSA 3 level inverter
Ventilation control panel
JF Long cable
Note
Info
Literature
-
6.1 Illustration of bi-directional and longitudinal tunnel
30
Abstract The basic structure of the first stage of the Kanetsu Tunnel (opened in 1975, 11km)
was that of a bidirectional longitudinal tunnel. When the planned traffic volume is
relatively little, construction costs are low because only one tunnel is needed. This is
widely adopted in Japan as a provisional use of national and prefectural roads, and
expressways. Jet fans (bidirectional) are often used as ventilation fans, but booster fans
(unidirectional) and Saccardo fans (unidirectional) may also be used.
The wind direction of longitudinal wind may be fixed, or naturally variable according
to the flow of traffic. Recently, there are many cases of variable longitudinal wind
direction that make use of the features of jet fans.
Normal Ventilation In bidirectional longitudinal tunnels, as forced airflow due to the Piston effect
effectively cancels each other out, the amount of electricity used for ventilation is
relatively high. In order to reduce the amount of electricity used for normal ventilation, it
is effective to use new FF control systems that bring about energy savings by predicting
traffic, and inverter drives that can control the rotation speed of the jet fans.
Emergency Ventilation Safety during tunnel fires in bidirectional longitudinal tunnels has been a constant
problem. In the event of a fire, as a general rule heat, smoke toxic gases etc. will flow in
the direction of the longitudinal wind direction. As wind speed increases, smoke will
spread across the entire cross-section of the tunnel. Therefore, an effective control
system in the event of a fire is to bring wind speeds close to zero, by stopping ventilators
to lower the wind speed, or immediately stop the flow of wind by using reverse ventilation.
Case examples The new FF control inverter ventilation power panel was introduced while
considering the energy savings from variable longitudinal wind speeds. In addition,
temperature sensor cables are used as the trigger for wind speed reduction control in
the case of a fire. As we predict that jet fans and airflow meters in the vicinity of a fire
will become unusable, the airflow meters and jet fans have been installed in different
groups.
Case example of bi-directional and longitudinal tunnel
Facilities Required Quantity
Location Note Page
Sensor
Traffic counter (TC) 1 (2) Entrance(s) outside Imaging vehicle detector p6
Carbon monoxide meter (CO) 2 Tunnel entrances Pomp-less CO meter p10
Visibility index meter (VI) 2 Tunnel entrances Short distance VI meter p12
Airflow velocity meter (AV) 1 (2) Tunnel entrances Cross section airflow meter p14
Fire detector (FD) 1 set Along tunnel vertical
sections Linear temperature sensor
cable p16
Automatic incident detector 1 set Along tunnel vertical
sections Image processing abnormal detector
p18
Venti control
Normal ventilation 1 Vent. control panel New FF control p20-p23 Fire emergency ventilation 1 Vent. control panel
Zero-flow ventilation control (FCVC)
Jet-fan
Ventilation control panel (Constant or variable control)
1 Electrical room Inverter panel p28
Image sensor
Longitudinal ventilation
-
6.2 Illustration of concentrated exhaust and longitudinal tunnel
31
Abstract
The basic structure of the Ome tunnel (opened in 2002, 2km) and the Kobe-Nagata
tunnel (opened in 2003, 3.9km) is a unidirectional concentrated exhaust longitudinal tunnel.
In order to preserve the surrounding environment, these tunnels minimize emissions of
polluted air from the tunnel portals. For this reason, the longitudinal wind direction from the
tunnel entrance and exit is variable according to the pollution level. Jet fans and axial exhaust
fans are used as ventilation fans. The longitudinal wind direction at the tunnel entrance/exit
and the exhaust fans are fixed. On the other hand, the wind direction of the areas between
the exhaust opening and the tunnel entrance/exit are variable depending on the pollution
level.
Normal ventilation
In order to keep the amount of polluted air discharged from the tunnel entrance and exit
within standard levels, the longitudinal wind speed at the tunnel entrance and exit as well as
the exhaust opening are controlled by the exhaust fans and jet fans.
The amount of electricity required for ventilation increases as traffic volume increases.
In order to reduce the amount of electricity used, it is effective to use the Model-based
Predictive Ventilation Control (MPVC) and blade angle control of exhaust fans, as well as jet
fan inverter controls to minimize the total amount of electricity used for ventilation.
Emergency ventilation
Concentrated exhaust longitudinal tunnels are unique to cities, and as such fires during
congestion in the tunnel are usually taken into consideration. In this case, wind speed
reduction controls are effective in improving safety during fires in tunnels.
Case examples
We have considered the power savings from variable longitudinal wind speeds. We
display an example using a system minimizing power use and inverter ventilation power
boards. Temperature sensor cables are used as the trigger for wind speed reduction control
in the case of a fire. As we predict that jet fans and airflow meters in the vicinity of a fire will
become unusable, the airflow meters and jet fans have been divided into two groups and
installed. Airflow meters have also been installed in the exhaust fan duct for wind speed
control.
Illustration of concentrated exhaust and longitudinal tunnel
Facilities Required Quantity
Location Note Page
Sensor
Traffic counter (TC) 1 (2) Entrance(s) outside Imaging vehicle detector p6
Carbon monoxide meter (CO) 2 Tunnel entrances Pomp-less CO meter p10
Visibility index meter (VI) 2 Tunnel entrances Short distance VI meter p12
Airflow velocity meter (AV) 1 (2) Tunnel entrances Cross section airflow meter p14
Fire detector (FD) 1 set Along tunnel vertical
sections Linear temperature sensor
cable p16
Automatic incident detector 1 set Along tunnel vertical
sections Image processing abnormal detector
p18
Venti control
Normal ventilation 1 Vent. control panel New FF control p20-p23 Fire emergency ventilation 1 Vent. control panel
Zero-flow ventilation control (FCVC)
Jet-fan
Ventilation control panel (Constant or variable control)
1 Electrical room Inverter panel p28
Camera
Concentrated Exhaust and longitudinal Ventilation
-
6.3 Illustration of tunnels with fork and junction
32
Abstract In the city center, it is difficult to secure land for expressways, and the use of deep
underground tunnels has increased. Deep underground tunnels are often complex tunnels
with branching and merging junctions such as on-ramps and off-ramps.
Although there are quite a number of cross-flow ventilation systems for complex tunnel
ventilation methods, recently longitudinal or concentrated exhaust longitudinal tunnels are
more commonly used. The main wind volume of the tunnel changes at branching and
merging portions. It is necessary to be aware that the wind volume of the main and branch
tunnels will change depending on traffic conditions, natural wind and ventilator operating
conditions.
Normal Ventilation Complex tunnels are almost always unidirectional tunnels. Therefore, in the absence of
a concentrated exhaust, the amount of electricity used will be little, but in the case where a
concentrated exhaust is present, it is effective to use ventilation controls to minimize the
amount of electricity used and jet fan inverter controls.
Emergency Ventilation Complex tunnels are unique to cities, and as such fires during congestion in the tunnel
are usually taken into consideration. In this case, the use of wind speed reduction controls is
common when considering safety during fires in tunnels.
Case Examples An example of a tunnel with a branch junction is shown below. Temperature sensor
cables are installed as the trigger for wind speed reduction control in the case of a fire. As
we predict that jet fans and airflow meters in the vicinity of a fire will become unusable, the
airflow meters and jet fans have been divided into two groups and installed. Temperature
sensor cables and airflow meters have also been installed in branch junctions for wind speed
reduction control in the case of a fire.
Illustration of tunnels with fork and junction
Facilities Required Quantity
Location Note Page
Sensor
Traffic counter (TC) 1 (2) Entrance(s) outside Imaging vehicle detector p6
Carbon monoxide meter (CO)
Plural Required locations Pomp-less CO meter p10
Visibility index meter (VI) Plural Required locations Short distance VI meter p12
Airflow velocity meter (AV) Plural Required locations Cross section airflow
meter p14
Fire detector (FD) 1 set Along tunnel
vertical sections Linear temperature
sensor cable p16
Automatic incident detector 1 set Along tunnel
vertical sections Image processing abnormal detector
p18
Ventilation control
Normal ventilation 1 Vent. control panel MPVC control, (AI Fuzzy control) p20-p23 Fire emergency ventilation 1 Vent. control panel
Zero-flow ventilation control
Jet-fan Ventilation control panel
(Constant or variable speed control)
1 Electrical room Inverter panel p28
Camera
Concentrated exhaust and longitudinal ventilation
-
-4 V0
[Since 2000]
Sohatsu Systems Laboratory Inc.
The President Ichiro Nakahori
[Head Office]
San-nomiya Denden Bldg,
64, Naniwa-machi, Chuo-ku Kobe,
650-0035, Japan
TEL:+81 (0)78 325-3220
FAX:+81 (0)78 325-3221
[Factory]
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Hyogo-ku, Kobe, Hyogo,
652-0884, Japan
TEL:+81 (0)50 3728-0735
FAX:+81 (0)50 3728-0735
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