Road Tunnel Ventilation Control System€¦ · data and plan/design of tunnel facility. The...

Sohatsu Systems Laboratory Inc.

Road Tunnel Ventilation Control System

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

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

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

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

2.3 Analysis and evaluation with simulation

4

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

2.3 Analysis and evaluation with simulation

5

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

3.1 Video image traffic detector

6

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

3.1 Video image traffic detector

7

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

3.2 Laser traffic detector

8

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.


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

3.2 Laser traffic detector

9

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


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

3.3 Pump-less CO meter

10

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.


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

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


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

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.


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

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)


Power source Voltage AC210V /Frequency 50/60Hz /Power consumption 70VA

Body


Dimension /Weight

W500mm x H600mm x D150mm /About 50kg


Projector/Light receiver Converter box Reflector


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

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.


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


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


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


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.


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


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



Body

Material SPCC2.3

Dimension

/Weight W600mm x H2350mm x D700mm /About 200kg


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.


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


Cabinet


Dimension /Weight


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


Cabinet

Material SPCC2.3

Dimension /Weight



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


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.

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よる省エネ効果

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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


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


Location Note Page

Sensor


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)


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


Location Note Page

Sensor


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)


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]

#C-108, 1-2-25, Wadayama-dori,

Hyogo-ku, Kobe, Hyogo,

652-0884, Japan

TEL：+81 (0)50 3728-0735

FAX：+81 (0)50 3728-0735

５-２-１V001

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