JP2009243241A - Tunnel ventilation control system employing jet fan of two way traffic tunnel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tunnel ventilation control system which enables electric power saving by devising feedback control and feedforward control. <P>SOLUTION: A feedforward control section 140 determines a sectional wind velocity target value and a ventilation equipment control target value by performing a natural wind forecast, a traffic wind forecast and a forecast of the amount of occurrence of contamination, using a haze transmittance target value, a CO concentration target value, various data in a tunnel, actually measured by a sensor section 110, and a wind velocity model, a traffic model and a contamination concentration model in a model storage section 120. An optimum selection plan determination section 160 determines an energy-saving optimum selection plan which gives consideration to a relationship between the number of revolutions and the number of pieces of ventilation equipment 10 operated in parallel, and a relationship between the direction of traffic ventilation by two way traffic and the direction of natural ventilation of a natural wind in the reversal of normal and reverse directions. First feedback correction associated with the cross-section wind velocity target value, and second feedback correction for the ventilation equipment control target value are performed by cascade control; and a hybrid adaptive control section 180 performs adaptive control in which the feedback correction and the energy-saving optimum selection plan are combined together. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a ventilation equipment for a road tunnel with two-way traffic, and more particularly to a ventilation technique for a road tunnel in which ventilation is performed by a longitudinal flow ventilation control system using an inverter-driven jet fan.

In road tunnels, exhaust materials and dust from automobile engines harmful to human bodies are floating, and the concentration of pollutants in the tunnel increases. Therefore, it is necessary to exhaust the pollutants in the tunnel to ensure a good environment in the tunnel. Ventilation by natural ventilation or traffic ventilation is insufficient to exhaust the pollutants in the tunnel, and forced ventilation is performed using a ventilator installed in the tunnel.
There are various methods for tunnel ventilation. In many cases, a ventilation system called “vertical flow ventilation system” is standardly adopted as a ventilation system for small and medium-sized road tunnels with a size of 3000 m or less, which is very common in Japan.

  The "vertical flow ventilation system" is a ventilation system that uses the entire tunnel cross section as a ventilation duct. The ventilation system used is a jet fan that pushes the air inside the road tunnel out of the tunnel, and the air inside the road tunnel. There are electric dust collectors to be purified, etc., which are appropriately combined to form an air flow from the entrance to the exit of the tunnel and exhaust it. There may be a combination of a centralized exhaust system in which a resistance is provided near the center of the road tunnel to exchange air inside the road tunnel with air outside the road tunnel.

The jet fan drive motor in the conventional “longitudinal ventilation system” is driven by an induction motor whose starting current is several times the rated current.
FIG. 10 shows a two-way road tunnel of a longitudinal ventilation system using a conventional general jet fan. This tunnel 1 is of a type called a face-to-face tunnel with traffic directions in both directions. In such a face-to-face road tunnel 1, a plurality of jet fans that perform ventilation in the longitudinal direction are disposed inside. In the example of FIG. 10, four jet fans 10 a, 10 b, 10 c, and 10 d are depicted. A longitudinal airflow A is generated from the left to the right in the figure in the two-way tunnel 1 and contaminated air in the tunnel is exhausted from the left to the right. The operation of the jet fan 10 is controlled by the ventilation control device.

  In the example of FIG. 10, an anemometer (AV meter) is installed near the entrance, near the center, and near the exit in the tunnel 1, and near the entrance of the exhaust vent, a fume that is a pollution concentration meter. A transmittance meter (VI meter) and a carbon monoxide concentration meter (CO meter) are installed (not shown). Here, the fume transmittance meter (VI meter) is a device that measures the contamination concentration from the ratio of light transmitted through the substance, and the carbon monoxide concentration meter (CO meter) measures the concentration of carbon monoxide. Device. The traffic measuring device is a device that measures the traffic of a vehicle passing through the face-to-face traffic tunnel 1.

  In a conventional longitudinal ventilation system using a jet fan, based on various environmental component values obtained from an anemometer, a fume permeability meter, a carbon monoxide concentration meter, and a traffic volume measuring device inside the face-to-face tunnel 1 The number of jet fans 10a to 10d installed in the face-to-face road tunnel 1 is adjusted by a ventilation control device (not shown). That is, an environmental component measuring instrument that measures environmental component values such as smoke, carbon monoxide, traffic volume, or wind direction and wind speed, for example, is installed in the face-to-face traffic tunnel 1, and the measured values of these environmental component measuring instruments are measured. Based on the above, the number of jet fans 10a to 10d that are necessary to ensure the necessary ventilation amount are operated, thereby reducing the contaminant concentration below a preset allowable value, Ensures comfort. In conventional face-to-face tunnels, unit operation by feedback of contamination concentration (VI, CO) has been adopted for cost effectiveness, but one that controls the operation speed is also known.

  For example, the ventilation control device reads the current traffic volume from the traffic volume measuring device, then calculates the amount of smoke generated by multiplying this traffic volume by the exhaust gas coefficient of the automobile and the structure coefficient of the road tunnel, The necessary ventilation amount Q is calculated from the soot generation amount and the control target value of the soot concentration. In parallel, the ventilation control device reads the air pollution concentration in the current road tunnel as a feedback value from the smoke transmission meter, obtains the deviation value between the necessary ventilation amount Q calculated as described above and the feedback value, PID control (proportional / integral / derivative control) is calculated from the deviation value, and the jet fan 10 is controlled and operated from the calculation result of the PID control.

Japanese Patent Laid-Open No. 2004-19250

  The conventional longitudinal ventilation system has the following problems.

  The first conventional problem is that the amount of electric power becomes large in the longitudinal ventilation method using the feedback control technique focusing on the contamination concentration (VI, CO). In conventional face-to-face tunnels, unit operation with feedback focusing on the contamination concentration (VI, CO) has been adopted, but jet fans directly generate wind speed due to forced ventilation in the tunnel, When feedback control focusing on the concentration of contamination is performed, the actual situation is that there are many cases of excessive ventilation and insufficient ventilation because of follow-up control. Conventionally, only mechanical ventilation by a jet fan is considered as ventilation power. Regarding traffic ventilation power, conventionally, in the case of a two-way tunnel, the ventilation power by a traveling vehicle is not expected, but conversely, it is often considered as resistance to ventilation. In addition, because the feedback of VI and CO is mainstream, there are many cases where the traffic ventilation capacity cannot be grasped without installing a traffic meter. Natural winds are known to have a significant impact on ventilation power costs because they are smooth or reverse with respect to the ventilation direction of the ventilation equipment, but the wind direction and wind speed are always affected by the weather conditions around the tunnel. Since it is changing, it is difficult to actively use natural ventilation, and mechanical ventilation is mainly used and natural wind is considered secondary. Even in the case of supplementary use in this way, in order to grasp the natural wind, it was necessary to install microbarometers at both tunnel entrances, and there was a problem that initial costs and maintenance costs increased.

  The second conventional problem is that feedforward control using accurate prediction is difficult. Although it changes every moment according to the magnitude of natural ventilation and traffic ventilation, it was not possible to perform jet fan control that accurately incorporates these changes. If feedforward control can be performed that accurately incorporates changes in the magnitude and direction of natural ventilation and traffic ventilation, power consumption can be reduced.

  The conventional third problem is that a large span is required for switching the operation of an on / off switching jet fan, and there is a problem in quick response, which makes it difficult to perform detailed operation control. Two-way tunnels are said to be susceptible to driving with unstable wind speeds in the roadway because traffic ventilation works in opposite directions compared to one-way tunnels. In general, it has been realized by switching the number of operating jet fans at both normal times and in an emergency (in the event of a fire), so it has been difficult to control with high accuracy. However, since the jet fan drive motor is an induction motor whose starting current is several times the rated current, there is a problem that it cannot start for about 30 minutes after stopping. Moreover, since the rotation speed becomes a fixed rotation speed determined by the power supply frequency, the longitudinal ventilation force can take only a fixed value (maximum value). For this reason, the conventional jet fan operation has a problem in quick response and cannot be controlled finely.

  In view of the above problems, an object of the present invention is to provide a longitudinal ventilation system capable of saving power by devising feedback control and feedforward control.

In order to achieve the above object, a tunnel ventilation control system according to the present invention includes:
A plurality of ventilation devices arranged in the tunnel;
A sensor unit that measures and collects data in the tunnel including fume transmittance data in the tunnel, pollutant gas concentration data, cross-sectional wind speed data, and vehicle traffic data in the tunnel,
A wind speed model that models the wind flowing in the tunnel, a traffic model that models vehicle traffic in the tunnel, and a pollution concentration model that models the concentration of contaminants generated by vehicles passing through the tunnel. A model storage unit for holding and storing;
Model parameters for estimating and updating parameters of the wind speed model, the traffic model, and the contamination concentration model in the model storage unit according to changes in the tunnel data, using the data in the tunnel acquired from the sensor unit as an input An estimation unit;
Smoke permeability target value, pollutant gas concentration target value, data in the tunnel measured by the sensor unit, natural wind prediction using the wind speed model, the traffic model, and the pollution concentration model, traffic wind prediction, and pollution occurrence A prediction unit that performs quantity prediction;
Based on each prediction of the prediction unit, a feedforward control unit that determines a cross-sectional wind speed target value and a ventilation equipment control target value;
Decide on an optimal energy-saving selection plan that takes into account the relationship between the number of parallel operation units and the number of rotations of the ventilation devices, and the relationship between the natural ventilation direction of natural ventilation and the traffic ventilation direction due to face-to-face traffic when the ventilation device is rotating forward and backward. Optimal selection plan decision part,
A hybrid adaptive control unit that performs adaptive control in combination with feedback correction for the cross-sectional wind speed target value and the ventilation equipment control target value and the energy-saving optimum selection plan is provided.

In the above configuration, each configuration is preferably as follows.
First, it is preferable that the operation of the ventilator is an inverter drive operation, and the ventilator is capable of continuous operation with an optimum control amount determined by the hybrid adaptive control unit at a rated power or less.

Next, the feedback correction of the hybrid adaptive control unit is
A first feedback control for controlling the number of parallel operation units, the forward and reverse directions, and the number of rotations of the ventilation equipment from the cross-sectional wind speed target value and the cross-sectional wind speed data actually measured by the sensor unit;
The number of parallel operation units, the forward / reverse direction, and the number of rotations of the ventilation equipment are controlled from the pollutant gas concentration data, the pollutant gas concentration target value, and the haze transmittance data and the haze transmittance target value actually measured by the sensor unit. A second feedback control to
It is preferable to use cascade control in which the second feedback loop is formed so as to include the first feedback loop.

ここで、前記トンネル内風向風速Ｕｒ、前記トンネル断面積Ａｒ、前記トンネル長Ｌ、空気密度ρ、前記トンネル内壁面摩擦力Ｐｒ、交通換気力Ｐｔ、自然換気力Ｐｎ、機械換気力Ｐｊとし、ａ、ｂ、ｃ、α、βは係数とする。 Next, the equation of [Equation 12] as the wind speed model is regarded as a quadratic polynomial relating to the wind direction wind speed Ur in the tunnel, and the two steady solutions are Ur1 * and Ur2 *, and the analytical solution according to [Equation 13] is solved for Ur. It is preferable that the speed is increased as a discrete time wind speed model based thereon.

Here, the wind direction wind speed Ur in the tunnel, the tunnel cross-sectional area Ar, the tunnel length L, the air density ρ, the tunnel inner wall friction force Pr, the traffic ventilation force Pt, the natural ventilation force Pn, and the mechanical ventilation force Pj, , B, c, α, β are coefficients.

ここで、汚染濃度Ｃ、前記トンネル内風向風速Ｕｒ、時間ｔ、前記トンネル入口から流下方向への距離ｘ、汚染発生量Ｍとする。Ｄは拡散係数、Ｍｉはｉ番目の車両による汚染発生量、ｔｉはｉ番目の車両による汚染発生時刻、ｘｉはｉ番目の車両のトンネル入口からの距離である。 Next, as the contamination concentration model, the advancing diffusion equation of [Equation 14] is solved for C (t, x), and the speed is increased as a discrete-time contamination concentration model based on the analytical solution of [Equation 15]. It is preferable.

Here, the contamination concentration C, the wind speed Ur in the tunnel Ur, the time t, the distance x from the tunnel entrance to the downstream direction, and the amount M of contamination generated. D is the diffusion coefficient, Mi is the amount of contamination generated by the i-th vehicle, ti is the time of contamination generation by the i-th vehicle, and xi is the distance from the tunnel entrance of the i-th vehicle.

ζｅは入口損失係数、λは壁面摩擦抵抗係数、Ａｍは車両等価抵抗面積、Ｖｔは平均車両速度である。添字の(H)は大型車、(L)は小型車である。φはジェットファンの吹き出し面積Ａｊとトンネル断面積Ａｒの断面積比（Ａｊ／Ａｒ）、Ψはトンネル内風速Ｕｒとジェットファンの吹き出し風速Ｕｊとの風速比（Ｕｒ／Ｕｊ）

Next, as a result of the ventilation device operation by the hybrid adaptive control unit, in the correction of the deviation between the actual measurement data collected by the sensor unit and the prediction data predicted by the prediction unit, the parameter estimation unit, [Equation 18] obtained from [Equation 16] and [Equation 17] is arranged in [Equation 19] with P1 and P2 in [Equation 19] arranged using the large vehicle equivalent resistance area P1, the small vehicle equivalent resistance area P2, and the natural wind speed P3 as parameters. It is preferable to estimate the parameters P1, P2, and P3 as a Kalman filter problem of the discrete-time stochastic system by treating that the linearity of [Equation 20] is established with respect to P3.

ζe is the inlet loss coefficient, λ is the wall friction coefficient, Am is the vehicle equivalent resistance area, and Vt is the average vehicle speed. The subscript (H) is for large vehicles and (L) is for small vehicles. φ is the cross-sectional area ratio (Aj / Ar) between the jet fan blowing area Aj and the tunnel cross-sectional area Ar, and Ψ is the wind speed ratio (Ur / Uj) between the tunnel wind speed Ur and the jet fan blowing wind speed Uj.

Next, as a result of the ventilation device operation by the hybrid adaptive control unit, in the correction of the deviation between the actual measurement data collected by the sensor unit and the prediction data predicted by the prediction unit, the parameter estimation unit, By paying attention to the fact that linearity is established for P4 and P5 in [Equation 21] in which [Equation 14] is organized using the large vehicle smoke generation amount P4 and the small vehicle smoke generation amount P5 as parameters, [Equation 22] and It is preferable to estimate the parameters P4 and P5 as a Kalman filter problem of the discrete-time stochastic system.

  With the above configuration, by operating the jet fan with an inverter, it is possible to quickly control the rated current such as forward / reverse / reverse operation of the jet fan drive or change of the rotation speed, and an effect of power saving can be obtained. In a conventional jet fan operation with an induction motor, there is an operation protection interval time, and a jet fan once stopped cannot be operated for 10 minutes. However, if an inverter control operation is assumed as described above, quick response is obtained. This enables detailed operation control.

  In addition, with the above configuration, with regard to feedback control, the cascade operation of feedback control of wind direction and wind speed in the tunnel and feedback control of pollution concentration in the tunnel allows the operation of the jet fan for wind direction and wind speed that is easily changed. Feedback control can be performed finely, and the operation of the jet fan can be feedback controlled by cascade control even for pollution concentrations that change slowly compared to the wind direction and wind speed, so there are fewer cases of excessive ventilation and insufficient ventilation as a whole. It can be reduced and energy-saving operation can be realized.

  For feed-forward control, a discrete-time wind speed model and a pollution concentration model based on the analytical solution are applied to calculate the optimal control amount for the parallel operation number, forward / reverse direction, and rotation speed of the ventilator. The accuracy can be increased. In addition, as described above, the parameter estimation uses linearity to reduce the problem of the Kalman filter, and the unknown natural ventilation force (Ur), large vehicle traffic ventilation parameter (AmHeavy), small vehicle traffic ventilation parameter (AmLight), It can be obtained at high speed only by substituting the actual measurement values obtained by the sensor unit as the large vehicle pollution occurrence parameter (CoHeavy) and the small vehicle pollution occurrence parameter (CoLight).

  According to the tunnel ventilation control system of the present invention, feedforward control based on at least three predictions of natural wind prediction, traffic wind prediction and pollution generation amount prediction, cascade control combining two feedback corrections of wind direction wind speed and pollution concentration, Energy-saving operation that appropriately incorporates traffic ventilation and natural wind ventilation by hybrid type adaptive control that combines optimal control of the number of jet fans running in parallel and forward and reverse directions and their rotation speeds based on the energy-saving optimal selection plan It can be carried out.

  Embodiments of a tunnel ventilation control system using an inverter-driven jet fan according to the present invention will be described below with reference to the drawings. However, it goes without saying that the scope of the present invention is not limited to the specific application, shape, number, etc. shown in the following examples.

The example of the tunnel ventilation control system of this invention concerning Example 1 is shown.
FIG. 1 is a control block diagram focusing on the functional aspects of the tunnel ventilation control system 100 of the present invention.
FIG. 2 is a diagram schematically showing the inside of the tunnel.
FIG. 3 is a block diagram showing components of the tunnel ventilation control system 100 of the present invention.

  The tunnel ventilation control system 100 of the present invention includes not only a mechanical ventilation force by a jet fan alone, but also a natural ventilation force by a natural wind, a traffic forward force by a traffic wind caused by a resistance of a passing vehicle, etc. By using feedback control incorporating control, model parameter estimation processing, and the like, the wind speed Ur and the contamination concentration in the tunnel are appropriately controlled, and energy saving operation is realized by inverter operation of the jet fan.

  As shown in FIG. 2, the tunnel to which the tunnel ventilation control system 100 of the present invention is applied is face-to-face traffic in the tunnel 1. The tunnel 1 has a natural ventilation force by natural wind Un blown from the outside, a traffic ventilation force by the traffic wind Ut generated by combining the wind pressure generated in the passing direction of each vehicle caused by the resistance of the passing vehicle, a machine by the jet fan 10 Mechanical ventilation by wind Uj is added. As a result of the synthesis of these three ventilation forces and the wall frictional force of the air flowing through the tunnel 1, a wind speed Ur in the tunnel is generated in the tunnel 1.

  The ventilation device 10 is a device that ventilates the air in the tunnel 1. Here, the ventilation device 10 is a jet fan that is driven by an inverter, and there are a plurality of units that can be operated in parallel. The ventilation apparatus 10 can operate continuously with an optimum control amount below the rated power as will be described later.

This will be described in detail with reference to the control block diagram of FIG.
First, the tunnel ventilation control system 100 of the present invention includes a tunnel wind speed prediction block S1 and a pollution generation amount prediction block S2.
The tunnel wind speed prediction block S1 employs the following high-speed prediction processing method for tunnel wind speed Ur prediction.

ここで、Ａｒはトンネル断面積、Ｌはトンネル長、ρは空気密度、Ｐｒは壁面摩擦力、Ｐｔは交通換気力、Ｐｎは自然換気力、Ｐｊはジェットファン換気力である。 First, the following [Expression 23] is established from Newton's law.

Here, Ar is the tunnel cross-sectional area, L is the tunnel length, ρ is the air density, Pr is the wall friction force, Pt is the traffic ventilation force, Pn is the natural ventilation force, and Pj is the jet fan ventilation force.

ここで、Ｕｒ１＊、Ｕｒ２＊は、［数２３］の右辺を０とする２つの定常解である。
この［数２４］を用いれば、トンネル内風速予測演算ブロックＳ１は、任意のｔ秒後のトンネル内風速Ｕｒ(ｔ)を高速に求めることができる。 When this [Equation 23] is solved with respect to the wind speed Ur in the tunnel, the following equation is obtained.

Here, Ur1 * and Ur2 * are two stationary solutions in which the right side of [Equation 23] is 0.
If this [Equation 24] is used, the tunnel wind speed prediction calculation block S1 can obtain the tunnel wind speed Ur (t) after an arbitrary t seconds at high speed.

ここで、Ｕｒはトンネル内風速、Ｃは汚染濃度、Ｄは拡散係数、ｔは時間、ｘは流下方向への距離である。 Next, the contamination generation amount prediction block S2 employs the following high-speed prediction processing method for the contamination generation amount C (t, x) prediction. First, the advection diffusion equation can be written as [Equation 25].

Here, Ur is the wind speed in the tunnel, C is the contamination concentration, D is the diffusion coefficient, t is time, and x is the distance in the downstream direction.

ここで、ｘはトンネル入口からの距離、Ａｒはトンネルの断面積、Ｄは拡散係数、Ｕｒはトンネル内風速、Ｍｉはｉ番目の車両による汚染発生量、ｔｉはｉ番目の車両による汚染発生時刻、ｘｉはｉ番目の車両のトンネル入口からの距離である。 Solving the advection diffusion equation [Equation 25] with respect to the contamination concentration C (t, x) yields [Equation 26].

Here, x is the distance from the tunnel entrance, Ar is the cross-sectional area of the tunnel, D is the diffusion coefficient, Ur is the wind speed in the tunnel, Mi is the amount of pollution generated by the i-th vehicle, and ti is the pollution occurrence time by the i-th vehicle. Xi is the distance from the tunnel entrance of the i-th vehicle.

Using this [Equation 26], the contamination generation amount prediction block S2 can quickly determine the contamination generation amount C (t, x) generated at a distance x from the tunnel entrance after an arbitrary t seconds.
The above is the high-speed prediction processing method of the pollution generation amount C (t, x) generated at a distance x from the tunnel entrance after an arbitrary t seconds of the tunnel ventilation control system 100 of the present invention.

  In the tunnel ventilation control system 100 of the present invention, model parameters are estimated and updated in order to improve the prediction accuracy in the tunnel wind speed prediction block S1 and the pollution generation amount prediction block S2. The tunnel data acquired from various sensors are used as input, and the parameters of the wind speed model, traffic model, and pollution concentration model in the model storage unit 120 are estimated and updated in accordance with changes in the tunnel 1 data.

  In the parameter estimation, the wind speed model in the tunnel is converted into the large vehicle equivalent resistance in correcting the deviation between the actual measurement data obtained by the sensor and the predicted data predicted in the tunnel wind speed prediction block S1, as will be described later. Using the area P1, the small vehicle equivalent resistance area P2, and the natural wind speed P3 as parameters, parameter estimation can be performed using the linearity of each parameter. If the linearity is used, the parameter can be updated at high speed, and the calculation cost can be reduced.

ζｅは入口損失係数、λは壁面摩擦抵抗係数、Ａｍは車両等価抵抗面積、Ｖｔは平均車両速度である。添字の(H)は大型車、(L)は小型車である。 This high-speed parameter estimation process will be described in detail.
Each term on the right side of the above [Equation 23] can be written as shown in [Equation 27].

ζe is the inlet loss coefficient, λ is the wall friction coefficient, Am is the vehicle equivalent resistance area, and Vt is the average vehicle speed. The subscript (H) is for large vehicles and (L) is for small vehicles.

大型車両等価抵抗面積Ａｍ(Ｈ)をＰ１、小型車両等価抵抗面積Ａｍ(Ｌ)をＰ２、自然風風速｜Ｕｒ｜ＵｒをＰ３とすると、［数２８］式はパラメータＰ１、Ｐ２、Ｐ３によって［数２９］式のようになる。 Using this [Equation 27], the [Equation 23] can be summarized with respect to Am (H), Am (L), and natural wind Un as [Equation 28].

When the large vehicle equivalent resistance area Am (H) is P1, the small vehicle equivalent resistance area Am (L) is P2, and the natural wind speed | Ur | Ur is P3, the equation [28] is expressed by the parameters P1, P2, and P3. Equation 29] is obtained.

なお、εｄは観測雑音である。 [Expression 29] can be expressed as [Expression 30] with respect to the parameters P1, P2, and P3.

Note that εd is observation noise.

なお、ε１、ε２、ε３は状態雑音である。 Here, since it is considered that the parameters P1, P2, and P3 do not change greatly in a short time, it can be treated that the linearity of [Equation 31] is established.

Note that ε1, ε2, and ε3 are state noises.

  Here, by looking at [Equation 30] as an observation equation and [Equation 31] as a state equation, it can be reduced to the Kalman filter problem of a discrete-time stochastic system, so that estimation of parameters P1, P2, and P3 can be performed at high speed. You can see that it can be done. Parameter estimation can be performed at high speed by estimating the parameters P1, P2, and P3 as a Kalman filter of a discrete-time stochastic system based on the formulas [30] and [31].

  Next, in order to increase the prediction accuracy in the pollution generation amount prediction block S2, in correcting the deviation between the actual measurement data collected by the sensor and the prediction data predicted by the pollution generation amount prediction block S2, a large vehicle smoke generation amount P4, Focusing on the fact that the linearity of [Equation 33] is established with respect to P4 and P5 in [Equation 32] where the small vehicle smoke generation amount P5 is arranged as a parameter, parameters P4 and P5 are used as the Kalman filter problem of the discrete-time stochastic system. Can be estimated. If the linearity is used, the parameter can be updated at high speed, and the calculation cost can be reduced.

なお、εｅは観測雑音である。 This high-speed parameter estimation process will be described in detail.
[Equation 25] can be obtained by arranging [Equation 25] with respect to the large vehicle smoke generation amount P4 and the small vehicle smoke generation amount P5.

Note that εe is observation noise.

  Here, since it is considered that the parameters P4 and P5 do not change greatly in a short time, it can be treated that [Equation 33] is established.

なお、ε４，ε５は状態雑音である。

Note that ε4 and ε5 are state noises.

  Here, by looking at [Equation 32] as an observation equation and [Equation 33] as a state equation, it can be reduced to a Kalman filter problem of a linear discrete-time stochastic system, so that estimation of parameters P4 and P5 can be performed at high speed. You can see that it can be done. By estimating the parameters P4 and P5 as the Kalman filter of the discrete time probability system based on the equations [32] and [33], the parameters can be estimated at high speed.

Next, returning to FIG. 1, description of other blocks will be continued.
The feed-forward calculation block C0 calculates the forced ventilation volume by the ventilation device 10 and the traffic ventilation volume by the vehicle traffic volume with respect to the reference values of the smoke transmission rate target value (VI *) and the pollutant gas concentration target value (CO *). This is a part for determining the cross-sectional wind speed target value (Ur *) and the ventilation equipment control target value (JF *) in the tunnel in consideration of the natural wind ventilation amount due to the natural wind flowing into the tunnel. That is, feedforward calculation is performed on the target value Ur * of the wind direction and the target value JF * of the jet fan 10 for realizing the VI target value and the CO target value based on the change in traffic volume from the traffic counter. Part. In other words, the amount of pollutant expected to be generated in the tunnel from the traffic volume by vehicle type and the pollutant generated by the vehicle type, and the haze transmittance expected from the data such as the length and cross-sectional area of the tunnel (VI) and carbon monoxide concentration (CO) are calculated, and the wind direction and the amount of wind required to keep these values within the target VI value (VI *) and CO target value (CO *) Calculate and obtain the value as the Ur target value (Ur *). Further, the mechanical ventilation wind Uj by the jet fan 10 required to generate the Ur target value (Ur *) is calculated, the control amount of the jet fan 10 for generating the mechanical ventilation wind Uj is calculated, The value is obtained as a JF target value (JF *).

  Next, cascade control related to two feedback controls in the tunnel ventilation control system 100 of the present invention will be described.

  The wind speed control calculator C1 receives the difference between the VI target value (VI *) and the CO target value (CO *), which are target values, and the measured value VI and the measured value CO that are actually measured in the tunnel. This is a part that controls the number of ventilation devices that are operated in parallel, forward and backward directions, and the number of rotations thereof, and calculates an adjustment value (ΔUr) of the wind direction and air volume. As shown by a dotted line in FIG. 1, a first feedback loop relating to the amount of contamination in the tunnel 1 is formed.

  The ventilation volume control computing unit C2 receives the difference between the UR target value (Ur *) given from the wind speed control computing unit C1 and the measured value Ur actually measured in the tunnel 1 by the AV meter 114, and the ventilation device Are the parts that control the number of parallel operation, the forward and reverse directions, and the rotational speed thereof, and calculate the adjustment value (ΔJF) of the jet fan operation. As shown by the dotted line in FIG. 1, a second feedback loop regarding the air volume in the tunnel 1 is formed.

  The ventilation device operation amount control block A receives the ventilation device control target value (JF *) determined by the feedforward calculator C0 and the adjustment value (ΔJF) of the jet fan operation determined by the ventilation amount control calculator C2. Thus, the operation of the jet fan 10 is actually controlled.

  The air volume process 201 in the tunnel represents a system related to the tunnel wind of the actual tunnel 1 as a block, and is summarized as mechanical wind and disturbance generated by forced ventilation force driven by a jet fan as a ventilation device as input. The disturbance includes natural wind blown into the tunnel 1 and traffic wind generated by a vehicle passing through the tunnel. The output is the wind direction wind speed Ur actually generated in the tunnel.

  The tunnel contamination process 202 represents the system related to the tunnel contamination of the actual tunnel 1 as a block, and is summarized as a disturbance exhaust and disturbance caused by the wind direction wind speed UR as an input. There are exhaust by natural wind blown into the tunnel 1 and exhaust by traffic wind generated by a vehicle passing through the tunnel. The output is the haze transmission rate (VI) and the carbon monoxide concentration (CO) indicating the generation of the pollutants actually generated in the tunnel.

  The jet fan 10 in the tunnel is a device that ventilates the air in the tunnel 1. Here, the jet fan 10 is a jet fan that is driven by an inverter, and there are a plurality of jet fans that can be operated in parallel. .

  As shown in FIG. 1, the tunnel ventilation control system 100 of the present invention is a cascade control in which a first feedback loop is formed so as to include a second feedback loop.

  Considering the air volume and the amount of pollution as physical phenomena in the tunnel, the change in the air volume changes quickly and finely. On the other hand, the amount of pollution is due to insufficient ventilation or increased ventilation with the change in air volume. The tunnel as a whole fluctuates slowly and greatly, and the amount of pollution in the tunnel is a physical quantity with a large time constant compared to the air volume. In other words, the air volume is easy to operate directly and finely by the operation control of the jet fan, but the contamination amount is operated not indirectly but directly by the operation control of the jet fan. However, since the standards that should be truly observed are given as the target value of the smoke transmission rate (VI *) and the target value of the carbon monoxide concentration (CO *), it is necessary to control the focus while paying attention to the amount of contamination.

  Therefore, in the tunnel ventilation control system 100 of the present invention, the feedback control of the wind direction and wind speed in the tunnel and the feedback control of the pollution amount in the tunnel are cascade-controlled, so that the jet fan can be controlled against the wind direction and wind speed that are easily changed. The operation can be finely feedback-controlled, and the feedback control can be performed by using the cascade control for the amount of contamination that changes with the change of wind direction and wind speed. As a whole, it can reduce the number of cases of excessive ventilation and insufficient ventilation, and energy saving operation can be realized.

In the tunnel ventilation control system 100 of the present invention, energy saving operation is realized by reducing the cases of excessive ventilation and insufficient ventilation as a whole by finely adjusting the wind direction and air flow. High synergistic effect can be obtained by driving operation. In other words, if the inverter driving operation is used, it is possible to quickly control by the rated current such as forward / reverse / reverse driving of the jet fan drive or change of the rotational speed, and an effect of power saving can be obtained. On the other hand, in the conventional jet fan operation with the induction motor, there is an operation protection interval time, and the jet fan once stopped cannot be operated for 10 minutes, but if the inverter control operation is assumed as described above, the rotation speed is Since it can be freely set from 0 to the maximum frequency, the ventilation force can be arbitrarily set from 0 to the maximum value, and the merit that the ideal wind direction and air volume control can be controlled with fine accuracy can be obtained.
The above is the configuration of the control block of the tunnel ventilation control system 100 of the present invention.

Next, the structural example of the tunnel ventilation control system 100 of this invention is shown.
In the configuration example of FIG. 3, the tunnel ventilation control system 100 includes a sensor unit 110, a model storage unit 120, a prediction unit 130, a feedforward control unit 140, a model parameter estimation unit 150, and an optimum selection plan determination unit 160. The feedback correction unit 170 and the hybrid adaptive control unit 180 are provided.

First, each component of the tunnel ventilation control system 100 will be described.
The sensor unit 110 includes various sensors and measuring instruments that collect actual measurement data. The sensor unit 110 includes the fume transmittance data in the tunnel 1, the pollutant gas concentration data, the cross-section wind speed data, and the vehicle traffic data in the tunnel. This is the part that measures and collects data in the tunnel. In this configuration example, a traffic counter (TC) 111, a fume transmittance data measuring instrument (VI measuring instrument) 112, a carbon monoxide concentration data measuring instrument (CO measuring instrument 113), and a wind direction anemometer (AV meter) 114 in a tunnel are provided. I have. It is assumed that each sensor is appropriately arranged in the tunnel 1.

  The traffic counter (TC) 111 is a sensor that measures the number and speed of vehicles passing through the tunnel 1, and is installed near the entrance or the exit of the tunnel 1. The traffic counter 111 can obtain necessary data regarding the vehicle passing through the tunnel 1. In the present invention, it is possible to detect the number of large vehicles / small vehicles of traffic vehicles.

  Smoke transmittance data measuring instrument (VI measuring instrument) 112 is equipped with a laser irradiation part and a laser light receiving part, and measures the contamination concentration due to dust etc. from the ratio of the laser light transmitted through the air between the laser irradiation part and the laser light receiving part. It is a device to do.

  The carbon monoxide concentration data measuring device (CO measuring device 113) 113 is a device that measures the concentration of carbon monoxide in the tunnel 1.

  The tunnel anemometer (AV meter) 114 is installed at a position suitable for measuring the flow of longitudinal ventilation, for example, near the center of the tunnel 1 and near the exit.

  The model storage unit 120 includes a “wind speed model” that models the wind flowing in the tunnel 1 based on the data of the tunnel 1, a “traffic model” that models vehicle traffic in the tunnel 1, The “contamination concentration model” in which the concentration of the pollutant generated by the vehicle passing through is stored and stored, and each model is used for the prediction process by the prediction unit 130. If these various models are suitable, various prediction accuracy described later will be high.

  The prediction unit 130 uses the wind speed model, the traffic model, and the pollution concentration model based on the data in the tunnel acquired from the sensor unit 110 to predict natural wind Un prediction, traffic wind Ut prediction, tunnel wind speed Ur prediction, and pollution generation amount prediction. And a natural wind predicting unit 131, a traffic wind predicting unit 132, a tunnel wind speed predicting unit 133, and a pollution generation amount predicting unit 134.

  The natural wind predicting means 131 has a function of predicting natural wind based on various data such as daily amount change, weekly change, monthly change, and yearly change of natural wind outside the tunnel, and a function for predicting wind direction wind speed generated in the tunnel by the natural wind. , Equipped with a function to predict the natural ventilation force in the tunnel 1 from the wind direction wind speed of the wind blown in the tunnel, a predetermined time has elapsed from the measured data of the wind direction wind speed in the tunnel 1 and the predicted data of the wind direction wind speed generated by the natural wind This is a part for predicting the natural wind Un in the later tunnel.

  The traffic wind predicting means 132 is used in the tunnel 1 based on the traffic volume prediction function based on various data such as daily change, weekly change, monthly change, and annual change of the traffic volume, and the equivalent volume area of the traffic volume and the vehicle type. This is a part that has a function of predicting the generated traffic wind and predicts the traffic wind Ut after a predetermined time from the traffic volume measurement data obtained by the traffic counter 111 and the traffic volume prediction function. .

  The wind speed prediction means 133 in the tunnel predicts the wind speed Ur generated in the tunnel 1 based on the prediction of the natural wind Un in the tunnel, the prediction of the traffic wind Ut, the mechanical ventilation force Pj due to the operation of the jet fan 10 and the tunnel specifications. Part. The high-speed prediction processing algorithm has already been shown.

  The pollution generation amount predicting means 134 is a pollution generation amount after a predetermined time has elapsed from the actual traffic volume data measured by the traffic counter 111 and the traffic volume prediction data obtained from the traffic volume prediction function and the vehicle type pollution generation amount prediction data. This is a part for predicting C (t, x). Since the amount of contamination depends on the elapsed time t in the tunnel and the distance x from the entrance in the tunnel, it is predicted as a function thereof. The high-speed prediction processing algorithm has already been shown.

  The feedforward control unit 140 determines the cross-sectional wind speed target value and the ventilation equipment control target value based on various predictions of the prediction unit 130.

  The model parameter estimation unit 150 receives the in-tunnel data acquired from the sensor unit 110 as an input, and estimates and updates the parameters of the wind speed model, the traffic model, and the pollution concentration model in the model storage unit 120 in accordance with changes in the data in the tunnel 1. It is a part to do.

In the parameter estimation in the model parameter estimation unit 150, as will be described later, in the correction of the deviation between the actual measurement data obtained by the sensor unit 110 and the prediction data predicted by the prediction unit 130 as a result of the ventilation device operation, the wind speed model in the tunnel The parameter in the tunnel contamination concentration model can be estimated using the large vehicle equivalent resistance area P1, the small vehicle equivalent resistance area P2, and the natural wind speed P3 as parameters, and using linearity for each parameter. If the linearity is used, the parameter can be updated at high speed, and the calculation cost can be reduced.
Since this high-speed parameter estimation processing algorithm is as described above, it is omitted here.

  The optimum selection plan determination unit 160 uses the prediction of the wind speed Ur in the tunnel and the prediction of the pollution generation amount C (t, x) by the prediction unit 130, and corrects the number of jet fans 10 in parallel operation to comply with the contamination concentration standard. It is the part that decides the energy saving optimum selection plan including the reverse direction and its rotation speed.

  The feedback correction unit 170 performs feedback control of the parallel operation number, forward / reverse direction, and rotation speed of the jet fans 10 to comply with the contamination concentration standard based on various detection data obtained from the tunnel 1 by the sensor unit 110. Part.

  Here, the feedback correction of the feedback correction unit 170 is the first feedback control for controlling the parallel operation number, the forward / reverse direction, and the rotation speed of the ventilation equipment 10 from the cross-sectional wind speed target value and the cross-section wind speed data actually measured by the sensor unit 110. In addition, the number of parallel operation units, the forward / reverse direction, and the number of rotations of the ventilation device 10 are controlled from the pollutant gas concentration data and the pollutant gas concentration target value, and the smoke transmittance data and the smoke transmittance target value measured by the sensor unit 110. This is a cascade control in which the first feedback loop is formed so as to include the second feedback loop.

  The hybrid adaptive control unit 180 is a part that performs hybrid type adaptive control in which the feedback correction by the feedback correction unit 170 and the energy saving optimal selection plan determined by the optimal selection plan determination unit 160 are combined. Determine the control amount. The number of jet fans 10 in parallel operation, the forward / reverse direction, and the rotational speed thereof may be calculated by calculating using an appropriate algorithm.

As described above, the tunnel ventilation control system 100 of the present invention controls the operation of the jet fan 1 with a hybrid optimal control amount that combines feedback correction based on various predictions and an energy saving optimal selection plan.
The above is the operation of each component in the configuration example of the tunnel ventilation control system 100 of the present invention.

  In the above configuration, a supplementary explanation of the inverter operation control of the jet fan and the energy saving optimum selection plan in the optimum selection plan determination unit 160 will be given.

First, the merit of energy saving by the inverter operation control of the jet fan will be described.
FIG. 4 illustrates the state of control by the inverter operation of the jet fan of the present invention and the state of control by the conventional on / off type induction motor operation in an easy-to-understand manner.

  As shown in FIG. 4B, when the control is performed on and off toward the target value, the fluctuation of the VI value change by the control becomes large and the amount of overhead is large, so that it is difficult to control the target value accurately and accurately. I understand.

  However, in the tunnel ventilation control system 100 of the first embodiment, the jet fan 10 performs inverter operation control, and the jet fan 10 can be operated at a low speed rotation C (Low) advantageous for energy saving operation. Therefore, all 10 jet fans 10 are selected to operate at a low speed C (Low) to obtain Uj. In this way, the optimum selection plan determination unit 160 can make an optimum selection plan for forward and reverse jet fans that realizes energy saving.

  FIG. 4 (a) illustrates the state of control by the inverter control operation of the present invention in an easy-to-understand manner. As shown in FIG. 4A, when the inverter control operation is performed toward the target value, the fluctuation range of the VI value change due to the control is small, the overhead is small, and the control stabilized with the target value with high accuracy becomes possible. I understand.

Next, an example of the energy saving optimum selection plan in the optimum selection plan determination unit 160 will be described.
FIG. 5 is a diagram showing an example of the optimum selection plan of the tunnel ventilation control system 100 of the present invention.
FIG. 6 is a diagram showing an operation pattern table including switching between normal rotation and reverse rotation of the operation direction of the jet fan according to the optimum selection plan of the tunnel ventilation control system 100 of the present invention.
FIG. 7 is a diagram for explaining the relationship of accumulation of contaminated smoke during the switching period based on the operation pattern table of FIG.

First, the example of the optimal selection plan of the tunnel ventilation control system 100 of this invention of FIG. 5 is demonstrated.
Now, the tunnel has a tunnel cross-sectional area of 63.5 square meters, and in the forward direction, a tunnel with two sections of slope section 1 (distance 1500 m, slope 2%) and slope section 2 (distance 500 m, slope -1%). To do. The traffic volume is 1550 vehicles / h, the large vehicle mixing rate is 20%, and the vehicle speed is 63 km / h.

  The vertical axis of FIG. 5 represents the scale of the number of jet fans operated (units) and the wind speed (m / S), and the horizontal axis represents the scale of the heavy traffic ratio (%). Here, the “heavy direction” is the traveling direction of the vehicle that is the most severe condition when determining the ventilation amount. In this example, it is assumed that the forward direction of gradient section 1 → gradient section 2 is the heavy direction.

  In FIG. 5, three curves (1), (2), and (3) are drawn. The curve (1) is an operation plan curve when the tunnel wind speed Ur is 0. The curve is the operation plan curve when the wind speed Ur in the tunnel is 2.5 m / S in the forward direction, and the curve (3) is the operation in the case where the wind speed Ur in the tunnel is -2.5 m / S in the forward direction. It is a planned curve. In the figure, wind speed lines generated in the tunnel due to traffic wind are drawn. When the heavy traffic ratio (heavy traffic / total traffic) is 0%, that is, when all the vehicles are traveling in the opposite direction to the heavy traffic, a wind speed of −6 m / S occurs in the tunnel, If the heavy traffic ratio is 50%, they are just offset and 0. However, if the heavy traffic ratio is 100%, that is, if all the vehicles are traveling in the heavy direction, 6m / S is placed in the tunnel. It can be seen that the wind speed of. Also, in the figure, the wind speed line required for extruding soot generated by vehicles in the tunnel in the forward direction and the wind speed line required for extruding in the reverse direction Is drawn.

  First, the operation plan of the jet fan will be described with reference to an operation plan curve when the tunnel wind speed Ur in (1) is zero.

(1) Heavy traffic ratio is 30% or less or 80% or higher Wind speed line generated in the tunnel due to traffic wind and wind speed line required for pushing in the reverse direction around 30% heavy traffic ratio If the heavy traffic ratio is 30% or less, the traffic wind is over -2 m / S, and it can be seen that the traffic wind alone has sufficient ventilation capacity. In this case, it can be seen that the necessary ventilation can be performed without operating the jet fan. The same applies to the case where the heavy traffic ratio is 80% or more. The traffic wind is over 2 m / S, and it can be seen that there is sufficient ventilation capacity only with the traffic wind. In this case, it can be seen that the necessary ventilation can be performed without operating the jet fan.

(2) When the heavy traffic ratio is 30% to 50% If the heavy traffic ratio exceeds 30%, the necessary wind speed cannot be obtained with the traffic wind alone, so the jet fan must be operated in the reverse direction. . As the wind gets closer to 50%, the traffic wind becomes closer to zero, so it is necessary to increase the number of jet fans operating in the reverse direction.

(3) When the heavy traffic ratio is 50% to 80% When the heavy traffic ratio is greater than 50%, the direction of the traffic wind is reversed from that of 50% or less, and the traffic wind blows forward. start. Attempting to obtain the necessary wind speed while operating the jet fan in the reverse direction causes the jet fan to operate in the direction against the traffic wind, which is inefficient. Therefore, in the range exceeding 50%, the jet fan is reversely rotated to switch to the forward rotation operation. When the heavy traffic ratio is less than 80%, the necessary wind speed cannot be obtained with the traffic wind alone, so the jet fan must be operated. If the heavy traffic ratio is close to 50%, about 6.5 jet fans are required for forward rotation. However, as the heavy traffic ratio increases from 50%, the traffic wind increases, reducing the number of jet fans. If it reaches 80%, the wind speed necessary for ventilation can be obtained only by traffic wind even if the jet fan is not operated.

  The above is the operation plan of the jet fan based on the operation plan curve when the tunnel wind speed Ur in (1) is 0. However, when the natural wind is blowing, the wind speed in the tunnel is affected. When a natural wind of 2.5 m / S is generated in the tunnel in the forward direction, the operation plan curve becomes the operation plan curve of (2). When a natural wind of −2.5 m / S is generated in the tunnel in the forward direction, the operation plan curve becomes the operation plan curve of (3). The operation plan curve may be read in the same way as the above operation plan curve (1).

  As described above, in the tunnel ventilation control system 100 of the present invention, in the period when the change in the heavy traffic ratio in the tunnel traffic and the change in natural wind occur, the forward rotation and reverse rotation of the jet fan operation direction is aimed at saving energy. Switching operation can occur. In other words, the operation direction is switched from the viewpoint of energy saving, but during the switching period, the flow of tunnel air that was originally exhausted is reversed and returned, so that more polluted smoke accumulates in the tunnel air. Will be. Here, let us consider the accumulation of contaminated smoke during the switching period.

  FIG. 6 is a diagram showing an example of an operation pattern table including switching of the operation direction of the jet fan according to the optimum selection plan of the tunnel ventilation control system 100 of the present invention. In the example of FIG. 6, the operation direction of the jet fan is simply arranged in three periods (first period, second period, and third period) every 10 minutes. In the adjacent period, the operation direction of the jet fan is switched at a place where the operation direction is changed, such as normal rotation and reverse rotation, and reverse rotation and normal rotation. As shown in FIG. 6, there are eight patterns of driving patterns for the three periods. Here, it can be seen that the third pattern and the sixth pattern shown in FIG. 6 are patterns in which operation switching occurs twice in all three periods, unlike the previous period.

  As described above, when the driving direction of the jet fan is switched, the flow direction of the air that should be exhausted from the tunnel end is reversed before it is exhausted. Contaminated soot will accumulate.

FIG. 7 is a diagram for explaining the relationship of the accumulation of contaminated smoke during the switching period. The left side schematically shows the interior of the tunnel, and the right side schematically shows the accumulation of soot generated from the vehicles encountered as the air mass moves.
Now, let us assume a plate-like air mass that moves on the air flow in the tunnel. The left side of FIG. 7 shows the middle, and it is assumed that air in the tunnel flows from south (bottom) to north (top) in the first period. As the air mass flows, the air mass moves over time as shown in the right side of FIG.

  As the air mass moves, the air mass and the vehicle cross each other by passing or overtaking the vehicle passing through the tunnel. When the air mass and the vehicle intersect, the smoke generated from the vehicle accumulates in the air mass. Thus, as the number of times the air mass and the vehicle cross each other increases, the air contamination concentration increases. In the operation of the tunnel ventilation control system 100 according to the present invention, the wind speed in the tunnel is controlled so that even the most dirty contamination concentration immediately before the air mass exits the tunnel is below the target contamination concentration standard.

  Now, if the jet fan operation direction is reversed with an emphasis on energy saving, the flow direction of the air mass before it exits the tunnel reverses and returns to the tunnel again. On the right side of FIG. 7, since the operation direction of the jet fan is reversed in the second period, the movement direction of the air mass is reversed. In this way, when the vehicle crosses while the air mass moves from north (upper) to south (lower) in the second period, the smoke generated from the vehicle accumulates in the air mass.

As shown in FIG. 6, in consideration of switching of the operation direction of the jet fan in the three periods, in the two cases of the third pattern and the sixth pattern, contamination may accumulate over three periods. The plan deciding unit 160 reflects it in the operation plan so that the concentration is less than or equal to the contamination concentration to be observed even in the case of the third pattern and the sixth pattern.
The optimum selection plan determination unit 160 creates an optimum selection plan in consideration of an operation pattern including switching of the operation direction of the jet fan according to the above-described optimum selection plan.

  The above is an example of the process in the optimum selection plan determination unit 160.

Next, the operation and characteristics of the tunnel ventilation control system 100 of the present invention will be described in comparison with a conventional tunnel ventilation control system 1 driven by an on / off control induction motor.
Here, it is assumed that ten jet fans are provided in the tunnel 1.

FIG. 8 is a flowchart showing a processing flow of the tunnel ventilation control system 100 of the present invention.
First, at a certain time T1, data is acquired from the tunnel 1 by the traffic counter 111, the VI measuring instrument 112, the CO measuring instrument 113, and the AV measuring instrument 114, which are sensors of the sensor unit 110 (step 1 in FIG. 8). The traffic counter 111 acquires traffic data relating to various vehicle traffic such as the number of vehicles passing through the tunnel, the difference between the large and small vehicles, and the speed. Fume transmittance data in the tunnel is obtained by the VI measuring instrument 112, the carbon monoxide concentration data in the tunnel 300 is obtained by the CO measuring instrument 113, and the wind direction and wind speed data are obtained by the AV meter to obtain various data of the pollution level in the tunnel 300.

  Traffic data, haze transmittance data, and carbon monoxide concentration data obtained by the sensor unit 110 are input to the model parameter estimation unit 150, the prediction unit 130, and the feedback correction unit 170, respectively.

  The prediction unit 130 uses at least the model of the model storage unit 120 based on the traffic data, smoke transmission data, and carbon monoxide concentration data obtained by the sensor unit 110, and at least natural wind Un prediction, traffic wind Ut prediction, pollution Each prediction data of the generation amount C (t, x) prediction is calculated (step 2 in FIG. 8). For example, prediction data after 10 minutes each is calculated.

  Natural wind prediction is performed by the natural wind prediction means 131. For example, the natural wind predicting means 131 predicts the natural wind blowing from the outside of the tunnel 10 minutes after the current time, and the current measured data of the wind direction wind speed in the tunnel 1 obtained from the AV meter 114 and the natural wind 10 minutes after. The natural wind Un after 10 minutes is predicted from the prediction data.

The traffic wind prediction is performed by the traffic wind prediction means 132. For example, the traffic wind predicting means 132 predicts the traffic volume 10 minutes after the current time based on the past traffic volume data, and the traffic wind generated in the tunnel 1 using the traffic model in the model storage unit 120. Ut is predicted, and traffic wind Ut after 10 minutes is predicted from actual traffic volume data and traffic volume prediction data by the traffic counter 111.
The tunnel wind speed Ur prediction is performed by the tunnel wind speed prediction means 133. The above-described high speed wind speed prediction method is used.

  The contamination generation amount prediction is performed by the contamination generation amount prediction means 134. The traffic volume prediction data obtained by traffic wind prediction and the pollution concentration model are used to predict the pollution generation amount prediction data, and the pollution generation amount after 10 minutes is calculated from the traffic volume actual measurement data and the pollution generation amount prediction data by the traffic counter 111. Predict. The high-speed prediction method for the amount of contamination described above is used.

  Next, the optimum selection plan determination unit 160 uses the tunnel wind speed Ur prediction and the pollution generation amount C (t, x) prediction by the prediction unit 130, and the number of jet fans 10 in parallel operation to comply with the contamination concentration standard. An energy saving optimum selection plan including N, forward / reverse direction D, and its rotation speed C is determined (step 3 in FIG. 8).

  For example, the necessary wind direction and wind speed Ura in the tunnel is determined by the pollution generation amount prediction. The wind direction wind speed Uj to be supplied by the jet fan 10 is obtained by subtracting the natural wind prediction Un and the traffic wind prediction Ut expected for the wind direction wind speed. The optimum selection plan determination unit 160 determines the operation plan for the parallel operation number N, the forward / reverse direction D, and the respective rotation speeds C of the jet fans 10 that cause Uj. Here, various combinations are possible for the parallel operation number N, the forward / reverse direction D, and the respective rotation speeds C of the jet fans 10 that cause Uj. Here, the optimal selection plan determination unit 160 selects the parallel operation number N, the forward / reverse direction D, and the respective rotation speeds C of the jet fans 10 so as to achieve the most energy-saving operation.

  For example, assuming a conventional on / off type induction motor operation, the operating jet fan 10 is assumed to be used at full power rotation C (Top). Determine if it will be Uj. For example, if five jet fans 10 are operated at full power rotation C (Top), Uj is satisfied.

  Next, the feedback correction unit 170 performs the parallel operation number N, forward / reverse direction D, and the number of rotations of the jet fans 10 for complying with the contamination concentration standard based on various detection data obtained from the tunnel 1 by the sensor unit 110. The feedback control amount for C is calculated (step 4 in FIG. 8).

  Next, the hybrid adaptive control unit 180 combines the feedback correction by the feedback correction unit 170 and the energy saving optimal selection plan determined by the optimal selection plan determination unit 160 in the forward and reverse directions for the required number N of jet fans 10. An operation control signal of an optimal control amount is given so as to be in the direction D and the rotation speed C, and the energy saving operation of the jet fan 10 is performed (step 5 in FIG. 8).

  The model parameter estimation unit 150 estimates parameters so that the parameters of the wind speed model, traffic model, and pollution concentration model stored in the model storage unit 120 are optimal, and updates the parameters of each model to the estimated values. (Step 6 in FIG. 8). Parameter estimation uses only the high-speed parameter estimation process described above, and only substitutes the actual measured values obtained by the sensors for natural ventilation (Ur), large vehicle traffic ventilation (AmHeavy), and small vehicle traffic ventilation (AmLight). Seek fast.

  As described above, the tunnel ventilation control system 100 of the present invention can control the operation of the jet fan 1 with a hybrid type optimal control amount that combines feedback correction based on various predictions and an energy saving optimal selection plan.

[Experimental example]
Next, an experimental example applied in an actual tunnel using the tunnel ventilation control system 100 of the present invention will be described.
As shown in FIG. 9 (a), the traffic volume of the large vehicle type in the upward direction (forward direction) (1) and the traffic volume of the small vehicle type in the upward direction (forward direction) (2) ), The traffic volume of large vehicles in the downward direction (reverse direction) (3), and the traffic volume of small vehicles (4) in the downward direction (reverse direction).

The wind speed in the tunnel was controlled as shown in FIG. The natural wind was zero.
FIG. 9C is a diagram showing a result of driving a jet fan by inverter driving using the tunnel ventilation control system 100 of the present invention in order to obtain the wind speed in the tunnel shown in FIG. 9B. The jet fan is finely controlled by inverter control. In general, it operates in the range of two units in the forward direction to two units in the reverse direction.

  On the other hand, FIG. 9D shows an example in which the number of jet fans is controlled not by inverter operation but by conventional on / off control as a comparison. Although it is not finely controlled as shown in FIG. 9C, the jet fan performs unit control only in the forward direction. Many units are in operation, from 2 to 8 units.

  Thus, compared with the operation by the conventional on / off control of FIG. 9D, the inverter control operation of the present invention of FIG. 9C can save energy.

As mentioned above, although preferred embodiment of this invention has been illustrated and demonstrated, it can apply widely toward a tunnel ventilation control system.
It will be understood that various modifications can be made without departing from the scope of the invention. Therefore, the technical scope of the present invention is limited only by the description of the appended claims.

Control block diagram focusing on functional aspects of the tunnel ventilation control system 100 of the present invention A diagram schematically showing the inside of the tunnel The block diagram which showed the component of the tunnel ventilation control system 100 of this invention The figure which showed the mode of control by the inverter driving | operation of the jet fan of this invention, and the mode of control by the conventional on-off type induction motor driving | operation The figure which showed the example of the optimal selection plan of the tunnel ventilation control system 100 of this invention The figure which showed the driving | operation pattern table | surface including the switching of the normal rotation / reverse rotation of the driving direction of the jet fan according to the optimal selection plan of the tunnel ventilation control system 100 of this invention. The figure explaining the relation of pollution soot accumulation during the switching period based on the operation pattern table The flowchart which shows the process of the tunnel ventilation control system 100 of this invention. Figure showing experimental results Figure showing a two-way road tunnel with a conventional ventilation system using a conventional jet fan

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Tunnel ventilation control system 110 Sensor part 120 Model memory | storage part 130 Prediction part 150 Model parameter estimation part 160 Optimal selection plan determination part 170 Feedback correction | amendment part 180 Hybrid adaptive control part

Claims (7)

A plurality of ventilation devices arranged in the tunnel;
A sensor unit that measures and collects data in the tunnel including fume transmittance data in the tunnel, pollutant gas concentration data, cross-sectional wind speed data, and vehicle traffic data in the tunnel,
A wind speed model that models the wind flowing in the tunnel, a traffic model that models vehicle traffic in the tunnel, and a pollution concentration model that models the concentration of contaminants generated by vehicles passing through the tunnel. A model storage unit for holding and storing;
Model parameters for estimating and updating parameters of the wind speed model, the traffic model, and the contamination concentration model in the model storage unit according to changes in the tunnel data, using the data in the tunnel acquired from the sensor unit as an input An estimation unit;
Smoke permeability target value, pollutant gas concentration target value, data in the tunnel measured by the sensor unit, natural wind prediction using the wind speed model, the traffic model, and the pollution concentration model, traffic wind prediction, and pollution occurrence A prediction unit that performs quantity prediction;
Based on each prediction of the prediction unit, a feedforward control unit that determines a cross-sectional wind speed target value and a ventilation equipment control target value;
Decide on an optimal energy-saving selection plan that takes into account the relationship between the number of parallel operation units and the number of rotations of the ventilation devices, and the relationship between the natural ventilation direction of natural ventilation and the traffic ventilation direction due to face-to-face traffic when the ventilation device is rotating forward and backward. Optimal selection plan decision part,
A tunnel ventilation control system comprising: a hybrid adaptive control unit that performs adaptive control in combination with feedback correction for the cross-sectional wind speed target value and the ventilation equipment control target value, and the energy saving optimum selection plan.   The tunnel ventilation control system according to claim 1, wherein the operation of the ventilation device is an inverter drive operation, and the ventilation device can be continuously operated with an optimum control amount determined by the hybrid adaptive control unit at a rated power or less. The feedback correction of the hybrid adaptive control unit is
A first feedback control for controlling the number of parallel operation units, the forward and reverse directions, and the number of rotations of the ventilation equipment from the cross-sectional wind speed target value and the cross-sectional wind speed data actually measured by the sensor unit;
The number of parallel operation units, the forward / reverse direction, and the number of rotations of the ventilation equipment are controlled from the pollutant gas concentration data, the pollutant gas concentration target value, and the haze transmittance data and the haze transmittance target value actually measured by the sensor unit. A second feedback control to
A tunnel ventilation control system, wherein the second feedback loop is formed to include the first feedback loop. As the wind speed model, the equation of [Equation 1] is regarded as a quadratic polynomial related to the wind velocity Ur in the tunnel, and the two steady solutions are Ur1 * and Ur2 *, and the discrete is based on the analytical solution of [Equation 2] solved for Ur. The tunnel ventilation control system according to any one of claims 1 to 3, wherein a speed of prediction processing in the prediction unit is increased using a temporal wind speed model.

Here, the wind direction wind speed Ur in the tunnel, the tunnel cross-sectional area Ar, the tunnel length L, the air density ρ, the tunnel inner wall friction force Pr, the traffic ventilation force Pt, the natural ventilation force Pn, and the mechanical ventilation force Pj, α , Β are coefficients. Using the discrete time contamination concentration model based on the analytical solution according to [Equation 4] obtained by solving the advection diffusion equation of [Equation 3] with respect to C (t, x) as the contamination concentration model, high-speed prediction processing in the prediction unit The tunnel ventilation control system according to any one of claims 1 to 4, wherein the tunnel ventilation control system according to any one of claims 1 to 4 is realized.

Here, it is assumed that the contamination concentration C, the wind speed Ur in the tunnel Ur, the time t, the distance x from the tunnel entrance to the downstream direction, and the amount M of contamination generated. D is the diffusion coefficient, Mi is the amount of contamination generated by the i-th vehicle, ti is the time of contamination generation by the i-th vehicle, and xi is the distance from the tunnel entrance of the i-th vehicle. In the correction of the deviation between the actual measurement data collected by the sensor unit as a result of the ventilation device operation by the hybrid adaptive control unit and the prediction data predicted by the prediction unit, the parameter estimation unit includes [Equation 5] And [Equation 7] obtained from [Equation 6], [Equation 8] arranged with the large vehicle equivalent resistance area P1, the small vehicle equivalent resistance area P2, and the natural wind wind speed P3 as parameters, [Numerical equation 7] 9] The parameters P1, P2, and P3 are estimated as a Kalman filter problem of a discrete-time stochastic system by treating that the linearity of [9] is established. Tunnel ventilation control system.

ζe is the inlet loss coefficient, λ is the wall friction coefficient, Am is the vehicle equivalent resistance area, and Vt is the average vehicle speed. The subscript (H) is for large vehicles and (L) is for small vehicles. φ is the cross-sectional area ratio (Aj / Ar) between the jet fan blowing area Aj and the tunnel cross-sectional area Ar, and Ψ is the wind speed ratio (Ur / Uj) between the tunnel wind speed Ur and the jet fan blowing wind speed Uj.

In the correction of the deviation between the actual measurement data collected by the sensor unit as a result of the ventilation apparatus operation by the hybrid adaptive control unit and the prediction data predicted by the prediction unit, the parameter estimation unit generates large vehicle smoke [Equation 11] and discrete time probability system by paying attention to the fact that the linearity is established with respect to P4 and P5 in [Equation 10] in which [Equation 3] is arranged using the amount P4 and the small vehicle smoke generation amount P5 as parameters. The tunnel ventilation control system according to any one of claims 1 to 4, wherein parameters P4 and P5 are estimated as a Kalman filter problem.

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