JP4064691B2 - Parking lot ventilation equipment - Google Patents

Description

【００２３】
表１に示す▲１▼〜▲３▼は、エンジンが温められた状態（入庫時に相当）であるが、表１の▲４▼は、エンジンが低温状態（長時間停止後の出庫時に相当）となっている。両者を比較すると、エンジンが低温状態では発生量はかなり多いことがわかる。また、近年のＣＯ排出量は過去２０年間と比べ、およそ半分に減少していることが確認される。
【００２４】
すなわち、表１の１行目は測定モード（車輌の走行パターン）を示し、▲１▼はアイドリング、▲２▼は２０ｋｍ／ｈでの定速走行、▲３▼は１０モード（エンジンが充分温まった状態から測定を開始）、▲４▼は１１モード（エンジンが充分冷えた状態から測定を開始）を示す。２行目はそのときのエンジンの状態であり、▲１▼〜▲３▼はエンジンが高温状態（入庫時に相当）、▲４▼はエンジンが低温状態（出庫時に相当）であることを示している。３行目は近年（１９９５〜１９９７）、４行目は過去２０年（１９７７〜１９９７）の車輌からの一酸化炭素の排出量の測定値（ｇ／ｍｉｎ・台）を示している。
【００２５】
欧米ではASHRAE(Allrications.Arlanta,American Society of Heating,Refrigerating and Air-Conditioning Engineers,Inc.) HANDBOOKで採用されている地下駐車場内での車輌からの一酸化炭素排出量の測定値を表２に示す。
【００２６】
【表２】

【００２７】
表２に示す欧米での排出量は、エンジンが温められているかどうか、また夏場であるか冬場であるかに基づいて完結に整理されている。エンジンが低温状態においては、我が国と同様、発生量が多い。我が国と欧米ではＣＯガス排出量に関して、測定条件および方法などが異なるが、欧米の発生量は我が国と比較し、多い傾向となっている。
【００２８】
すなわち、表２の１行目はエンジンの状態であり、▲１▼が高温状態、▲２▼が低温状態を示す。２行目は測定年数であり、１９９１年と１９９６年に測定したことを示す。３行目、４行目はそれぞれの測定時期における排出量（ｇ／ｍｉｎ・台）を示し、夏期（外気温度３２．０℃）と冬期（外気温度０．０℃）に測定したものである。
【００２９】
表１、表２からエンジンが低温状態にあるときにわが国においても欧米においても車輌からの一酸化炭素排出量が多いことがわかる。
【００３０】
（２）地下駐車場における必要換気量の推定
駐車場における必要換気量は、以下の項目によって、決定されると考えられる。
▲１▼自動車１台当たりの汚染質排出量
▲２▼汚染質の許容濃度
▲３▼エンジンの稼動時間
▲４▼エンジンの稼動している自動車台数
すなわち、▲１▼×▲３▼×▲４▼＝駐車場全体の総汚染質量となり、この総汚染質量が▲２▼と比較して基準値以下となるように必要換気量を求め、これに基づいて駐車場の換気を行う。
【００３１】
以下、各項目について整理する。
（２．１）自動車１台当たりの汚染質排出量
自動車１台あたりの汚染質排出量は、表１および表２より用いる。
【００３２】
（２．２）汚染質の許容濃度
日本では労働安全衛生法により、地下駐車場内のＣＯ濃度基準値は５０（ｐｐｍ）と定められている。例えば、欧米では８時間平均で２５（ｐｐｍ）、また、英国では５０（ｐｐｍ）となっている。
【００３３】
（２．３）エンジンの稼動時間
汚染質排出量は、場内で走行する時間に依存する。走行時間は駐車場の規模、つまり、走行距離によって定まる。そこで、場内の走行距離をモデル化し、平均走行時間の算定法について検討を行う。
【００３４】
（２．３．１）走行距離
図２は駐車場内の自動車の走行ルートを示す概略図である。
図２に示すようなサイドスロープ型駐車場内の走行ルートについて考える。なお、今回はサイドスロープ型についての算定法を示すが、センタースロープ型においても、スロープに対する対象性を考えれば、サイドスロープ型と考えることができ、同様に算定することができる。
【００３５】
（Ａ）において、考えられる走行ルートはルート１もしくはルート２の矢印のようになる。これを（Ｂ）のように各ルートについて考える。一般に、駐車場内は一方通行として計画されるので、
（各ルートの長さ）＝（入庫時の走行距離）＋（出庫時の走行距離）
となる。ここで、対象空間の縦方向長さをＤ、横方向長さをＷとし、また、走行ルートの図２中の縦方向をα、横方向をβと記す。ここで単純化のため、ある正方形のモジュール（例えば６（ｍ）×６（ｍ）＝３６（ｍ^２））を想定し、１モジュールに２台駐車するとして駐車スペースを仮定し、走行スペースの幅員もこのモジュール幅を基準にした。また、一つの車路の両側に駐車スペースを設けている。
【００３６】
今モジュール幅をａとすれば、以下のように走行距離を求めることができる。ここで、自動車は車路の中心を通るものとする。対象空間の横方向長さがＷの時の車路数Ｒは、以下のように表わすことができる。
Ｒ＝ＱＵＯＴＩＥＮＴ（Ｗ−ａ，３ａ） （１）
ここで、
Ｒ：車路数
Ｗ：対象空間の横方向長さ（ｍ）
ａ：モジュール幅（ｍ）
ＱＵＯＴＩＥＮＴ（Ｘ，Ｙ）：ＸをＹで割った際の商の整数部分
【００３７】
次に、各ルートの横方向長さβについて以下のように考えることができる。
【００３８】
【数１】

【００３９】
今、走行ルートが、車路数Ｒと同じ数あるとすれば、延べ走行距離Ｌ_allは、以下のように示すことができる。
【００４０】
【数２】

【００４１】
ここで、
Ｌ_all：延べ走行距離（ｍ）
α：各ルートの縦方向の走行距離（ｍ）（ここで、α＝Ｄ−ａ）
β_rootk：ルートｋのときの横方向走行距離（ｍ）
【００４２】
いま、Σβ_rootkが初項２ａ、公差３ａの等差数列であるので、Ｌ_allは、以下のように表わすことができる。
【００４３】
【数３】

【００４４】
ここで、各ルートを通過する確率が等しいとすれば、求める平均走行距離Ｌaveは、以下のようになる。
【００４５】
【数４】

【００４６】
図３は駐車場の床面積と車輌の平均走行距離の関係を示す上記（８）式に基づく両対数グラフである。
【００４７】
図中実線は近似直線を表わす。これより、走行距離は、およそ面積の平方根に比例して、増加していくことがわかる。すなわち、次式で近似できる。
Ｌave＝１．９０３√Ａ （９）
ここで、
Ａ：対象空間の床面積（ｍ^２）
【００４８】
（２．３．２）走行時間
走行距離がわかれば、場内での自動車の走行速度を推定することにより、場内の走行時間を算定することができる。ここで、駐車場内の走行は、一般に徐行となっていることが多いことより、走行速度は、８（ｋｍ／ｈ）と想定した。また、エンジン始動開始から自動車発車までに要する時間を２０（ｓ）とした。
【００４９】
すなわち、走行時間は次式で表わされる。
走行時間＝（走行距離÷走行速度）＋２０秒
＝（１．９０３√Ａ÷８）／３６００＋２０ （１４）
この式のグラフは後述の図４に示される。
【００５０】
（２．３．３）エンジン稼動台数
出入り台数と平均エンジン稼動台数の関係は、以下のように表わすことができる。
ｒ＝（η×ｔ_c）／３６００ （１０）
ここで、
ｒ：平均エンジン稼動台数（台）
η：出入り台数（台／ｈ）
ｔ_c：自動車平均走行時間（ｓ）
すなわち、（１０）式により１時間当たりどれくらいのエンジンが稼動しているかがわかる。
【００５１】
ここで、出入り台数を収容台数で割ったものを出入り頻度η’として定義すれば（１０）式は以下のようになる。
ｒ’＝（η’×ｔ_c）／３６００ （１０）’
ここで、
ｒ’：無次元化平均エンジン稼動台数（台／収容台数）
η’：出入り頻度（台／収容台数・ｈ）
【００５２】
出入り頻度については、対象とする地下駐車場の立地や用途によって大きく異なる。例えば東京都内にある日比谷駐車場で、ピーク時では５５％という報告例がある。
【００５３】
（１０）’式は収容台数に対して何台のエンジンが稼動しているかを示すものであり、例えば１００台の収容台数の駐車場で１時間に１００台の車輌が入れ替わったらｒ’＝１となる。
【００５４】
（２．４）必要換気量算定
以上の関係より、必要換気回数は、以下の式より求めることができる。
【００５５】
【数５】

【００５６】
ここで、
Ｃ_lim：許容汚染質濃度（ｐｐｍ）
ｑ_car：自動車一台あたりの汚染質排出量（ｇ／ｍｉｎ・台）
Ｔp：収容台数（台）
Ａ：床面積（ｍ²）
ｈ：階高（ｍ）
ｎ：換気回数（ＡＣＨ）
Ｖs：標準状態の気体の体積（＝０．０２２４（ｍ³））
Ｍ：汚染質の分子量（一酸化炭素（ＣＯ）の場合、２８（ｇ））
ここで、（１１）式の分子は、分母との単位統一のため、分子の前半（６０×Ｔp×ｒ’×ｑ_car）の単位（ｇ）を（ｍ³）に変換している。
【００５７】
また、総収容台数の推定においては、以下の式によって概算できる。
Ｔp＝０．０３×Ａ （１２）
よって、（９）式、（１０）式、（１１）式、（１２）式より、（１１）式は、以下のように表わすことができる。
【００５８】
【数６】

【００５９】
（１３）式から駐車場の規模から、必要換気量を求めることができる。
【００６０】
（２．５）必要換気量算定チャート
図４は床面積と平均走行時間、図５は平均エンジン稼動率と平均走行時間、図６は平均エンジン稼動率とＣＯ総排出量、図７は換気回数とＣＯ総排出量の関係を示すグラフである。
【００６１】
すなわち図４〜図７を用いて、駐車場における必要換気量を求めることができる。本実施例では以下の条件で求めることとする。
（建物条件）
・駐車場床面積：１５０００（ｍ²）
・天井高：３．０（ｍ）
・駐車場内走行速度：８．０（ｋｍ／ｈ）
・出入り頻度：０．６
・ＣＯ排出量：ASHRAE HANDBOOKによる冬期ＣＯ排出量
・目標場内完全混合ＣＯ濃度：２５（ｐｐｍ）
【００６２】
▲１▼まず図４のグラフにおいて、換気する駐車場の床面積（ｍ²）を決定する。本実施例では図の▲１▼の位置で示すように１５０００（ｍ²）である。なお、この床面積の値は駐車場ごとに一定であるので、定数として扱ってもよい。
【００６３】
▲２▼このグラフで床面積から車輌の平均走行時間（ｓｅｃ）を求める。すなわち、前述の（１４）式で示したように、床面積Ａが分かれば走行時間が分かる。図４はこの（１４）式のグラフであり、横軸の床面積（Ａ）が分かると縦軸の平均走行時間が分かる。本実施例では図の▲２▼の位置で示すように約１２７（ｓｅｃ）である。この値を次の図５のグラフで用いる（矢印Ｅ）。なお、床面積から定まる平均走行距離の値は駐車場ごとに一定であるため、定数として扱ってもよい。すなわち、図１に示すメモリ１１にこの値を入力しておけば、演算回路７は実際には次の段階から演算を開始することになる。
【００６４】
▲３▼次に図５のグラフにおいて、上記図４で求めた平均走行時間から出入り頻度に基づいて平均エンジン稼動率（％）を求める。本実施例では出入り頻度が０．６であるため６０％の直線を用いて平均エンジン稼動率を求める。本実施例では図の▲３▼の位置で示すように平均エンジン稼動率は約２．４％である。この値を次の図６のグラフで用いる（矢印Ｆ）。なお、この出入り頻度は本実施例では予め０．６と定めたが、実測データとすることもできる。すなわち、図１に示すカウンタ８，９を用いてリアルタイムに出入り台数を実測し、これに基づいて例えば１時間ごとに出入り頻度を算出してこの実測出入り頻度データに基づいてグラフ上の出入り頻度直線を選択して実際の使用状態に則した平均エンジン稼動率を求めることもできる。
【００６５】
▲４▼次に図６のグラフにおいて、上記図５で求めた平均エンジン稼動率からＣＯ総排出量（ｇ／ｈ）を求める。本実施例では車輌１台当たりのＣＯ排出量にASHRAE HANDBOOKの冬期の値を用いるため、該当する直線を用いて駐車場内のＣＯ総排出量を求める。本実施例では図の▲４▼の位置で示すようにＣＯ総排出量は約２８（ｇ／ｈ）である。この値を次の図７のグラフで用いる（矢印Ｇ）。なお、車輌１台当たりのＣＯ排出量のデータとして本実施例ではASHRAE HANDBOOK冬期データを用いたが、図６のグラフに示されている他のデータを用いることもできる。また、気温を検出して冬期、夏期を判別し、季節に応じて使用するデータを選択してもよい。
【００６６】
▲５▼次に図７のグラフにおいて、上記図６で求めたＣＯ総排出量から換気回数（ＡＣＨ）を求める。本実施例ではＣＯの許容濃度を２５（ｐｐｍ）としている。したがって、この許容濃度２５ｐｐｍの直線データ上の▲５▼で示す位置から必要な換気回数が求まる。
【００６７】
▲６▼以上より、換気回数が求まる。本実施例では図の▲６▼の位置で示すように９回である。したがって、上述した建物条件では、９回の換気回数となる風量が得られるようにインバーターでファンの回転数制御を行うことにより、駐車場内の汚染質濃度を許容濃度内にできる。なお、許容濃度のデータは我が国のように許容濃度が５０（ｐｐｍ）の場合など、法令や設置場所に応じて選択可能として換気回数を求めることもできる。
【００６８】
【発明の効果】
以上説明したように、本発明では、駐車場ごとのデータを用いて換気回数を算出するのでその駐車場に最適な換気を行うことができる。また、上記データを用いることにより駐車場全体を対象として換気回数を算出するので車輌の停車位置の偏りに左右されることなく、無駄のない換気を行うことができる。また、センサーを用いることなく個々の駐車場に適した換気量をリアルタイムで算出することが可能になる。
【００６９】
また、駐車場における車輌の入出庫台数をカウンターにより測定することによりリアルタイムで出入り頻度を求めることができるので、常時無駄のない換気を行うことができる。
【００７０】
また、車輌から排出される汚染質量のデータを状況ごとに使い分けることにより、さらに最適な換気回数を算出することができる。
【図面の簡単な説明】
【図１】 本発明に係る換気装置を備えた駐車場の概略図。
【図２】 駐車場内の自動車の走行ルートを示す概略図。
【図３】 駐車場の床面積と車輌の平均走行距離の関係を示すグラフ。
【図４】 床面積と平均走行時間の関係を示すグラフ。
【図５】 平均エンジン稼動率と平均走行時間の関係を示すグラフ。
【図６】 平均エンジン稼動率とＣＯ総排出量の関係を示すグラフ。
【図７】 換気回数とＣＯ総排出量の関係を示すグラフ。
【符号の説明】
１：駐車場、２：入口、２ａ：ゲート、３：出口、３ａ：ゲート、
４：給気ファン、５：排気ファン、６：インバーター、
７：演算回路、８：入口カウンター、９：出口カウンター、
１０：温度センサ、１１：メモリ。[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a ventilation device for a parking lot.
[0002]
[Prior art]
Conventionally, in an underground parking lot, exhaust gas containing pollutants having various toxicity such as carbon monoxide (CO) is discharged from an automobile, so ventilation is required. For this reason, by installing a sensor that detects the pollutant concentration in the underground parking lot or in the exhaust duct, the fan installed in the underground parking lot is rotated so that the pollutant concentration in the underground parking lot is below the reference value. And used a ventilator to reduce the pollutant concentration.
[0003]
There are carbon monoxide, carbon dioxide (CO ₂ ), nitrogen oxides (NOx), etc. as pollutants in the parking lot. Of these, carbon monoxide is of particular concern for the effects on the human body, and the allowable concentration is another pollutant. It is desirable to install a sensor that detects carbon monoxide because of its low concentration.
[0004]
[Problems to be solved by the invention]
However, the carbon monoxide sensor is expensive and often uses a carbon dioxide sensor, and there are few parking lots equipped with a complete ventilation device for exhausting harmful carbon monoxide. In addition, depending on the location of the sensor, the parking lot as a whole does not reach the permissible concentration of pollutants, but the ventilator operates just by accidentally concentrating the vehicle near the sensor, so unnecessary ventilation is performed. . Furthermore, if a sensor is installed in a place where there are few vehicles, the ventilation system may not work even though the pollutant concentration in the parking lot is at a dangerous value. Therefore, complete ventilation cannot be performed when the stopping position of the vehicle in the parking lot is biased.
[0005]
On the other hand, the law stipulates that installation of equipment with 10 ventilations per hour is stipulated, but this corresponds to excessive ventilation because pollutant emissions are also decreasing due to the recent tightening of automobile exhaust gas regulations. And it is supposed to be useless ventilation.
[0006]
The present invention is based on the above-described prior art, and it is possible to ventilate the parking lot completely without waste even if there is a deviation in the stopping position of the vehicle in the parking lot without installing an expensive sensor. Provide ventilation equipment.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, in the present invention, a parking lot entrance where a vehicle enters, a parking lot exit where a vehicle exits, a counter for counting the number of vehicles entering and leaving, and a room provided with the parking lot In a parking lot ventilator equipped with a fan for ventilating the vehicle, the fan control means comprises an arithmetic circuit for calculating the number of ventilations in the room according to the number of vehicles entering and leaving the vehicle counted by the counter. Provide parking lot ventilation equipment.
[0008]
According to this configuration, the number of vehicles entering and exiting the parking lot can be counted, the optimum number of ventilations at that time can be calculated, and the inside of the parking lot can be ventilated, so ventilation without waste can be performed. Further, the inside of the parking lot can be completely ventilated regardless of the deviation of the parking position of the vehicle. Furthermore, since it is not necessary to install a sensor for detecting contaminants, the equipment can be simplified and the cost can be reduced.
[0009]
Furthermore, in the present invention, in a parking lot ventilator comprising a parking lot entrance for receiving a vehicle, a parking lot exit for exiting a vehicle, and a fan for ventilating a room provided with the parking lot, the floor of the parking lot is provided. Data on the average travel time of the vehicle calculated from the area, data on the frequency of entering and exiting the vehicle corresponding to the number of engines operating relative to the capacity of the parking lot, data on the total amount of pollutant emissions generated in the parking lot, There is provided a parking lot ventilation apparatus comprising an arithmetic circuit for calculating the number of indoor ventilations from the allowable concentration data of the pollutant.
[0010]
According to this configuration, since the number of ventilations is calculated using data for each parking lot, optimal ventilation can be performed for the parking lot. Moreover, since the ventilation frequency is calculated for the entire parking lot by using the above data, ventilation without waste can be performed without being influenced by the deviation of the stop position of the vehicle. Moreover, it becomes possible to calculate the ventilation amount suitable for each parking lot in real time without using a sensor.
[0011]
In a preferred configuration example, the data of the access frequency is data obtained by actual measurement using a counter that counts the number of vehicles stored at the entrance or exit.
[0012]
According to this configuration, it is possible to obtain the entry / exit frequency in real time by measuring the number of vehicles entering and leaving the parking lot using the counter, so that it is possible to perform ventilation without waste at all times.
[0013]
A preferred configuration example is characterized in that it has a plurality of data on the total amount of pollutant emission, and can be selected according to the use situation of the parking lot.
[0014]
According to this configuration, it is possible to calculate a more optimal ventilation frequency by properly using the data of the contaminated mass discharged from the vehicle depending on the situation, for example, according to the winter summer.
[0015]
Furthermore, in the present invention, the average travel time of the vehicle in the parking lot is calculated from the floor area of the parking lot, the frequency of entering and exiting the vehicle corresponding to the number of engines in operation with respect to the number of parking lots is calculated, and the average running Calculate the average engine operating rate in the parking lot based on the time and the frequency of entering and exiting, calculate the total pollutant emissions in the parking lot from the average engine operating rate, and calculate the ventilation frequency of the parking lot from the total pollutant emissions. The present invention provides a ventilation method for a parking lot characterized by the demand.
[0016]
According to this configuration, it is possible to ventilate the parking lot without installing a sensor for detecting pollutants, and it is possible to perform optimal ventilation regardless of the deviation of the stop position of the vehicle.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a schematic view of a parking lot provided with a ventilation device according to the present invention.
As shown in the figure, the parking lot 1 is provided with an entrance 2 where a vehicle enters and an exit 3 where a vehicle exits, and is provided with gates 2a and 3a, respectively. The parking lot 1 is provided with an air supply fan 4 and an exhaust fan 5, each connected to an inverter 6 that changes the rotational speed of the fan. The inverter 6 is connected to the arithmetic circuit 7. The arithmetic circuit 7 counts the number of vehicles passing through the entrance 2 and the exit 3 via the entrance counter 8 and the exit counter 9 according to the opening and closing of the gates 2a and 3a. The arithmetic circuit 7 is further connected with a temperature sensor 10 and a memory 11 storing various data necessary for the calculation.
[0018]
The arithmetic circuit 7 calculates the number of operating engines and the frequency of entering / exiting the engine in the parking lot from the counters 8 and 9 and the previously input data such as the floor area of the parking lot by a predetermined program calculation method. Calculate the ventilation rate. The air supply fan 4 and the exhaust fan 5 are driven through the inverter 6 so that the air volume of the ventilation frequency is obtained, thereby ventilating the parking lot.
[0019]
In this case, the number of vehicles passing through the entrance and exit can be counted, and for example, the frequency of entering and exiting can be obtained as real-time data every hour, and the actually required ventilation frequency can be calculated based on this. As a result, it is possible to prevent unnecessary driving of the fan when there is almost no entry / exit of the vehicle. Further, it is possible to discriminate the winter summer by temperature detection, and calculate the optimal ventilation frequency throughout the year by using the winter calculation data and the summer calculation data separately.
[0020]
The ventilation frequency n (times / h) is:
n = Q (air volume) / V (room volume)
It corresponds to the air volume of the ventilation fan.
[0021]
An example of calculating the ventilation frequency is shown below.
(1) Pollutant emissions from automobiles Table 1 shows measured values of carbon monoxide emissions from vehicles in Japan.
[0022]
[Table 1]

[0023]
(1) to (3) shown in Table 1 are the states in which the engine is warmed (corresponding to when entering the warehouse), but (4) in Table 1 is the engine being in the low temperature state (corresponding to when leaving the vehicle after stopping for a long time) It has become. When both are compared, it can be seen that the amount of generation is considerably large when the engine is at a low temperature. Moreover, it has been confirmed that the amount of CO emissions in recent years has decreased by about half compared to the past 20 years.
[0024]
That is, the first line of Table 1 shows the measurement mode (vehicle running pattern), (1) is idling, (2) is constant speed running at 20 km / h, and (3) is 10 mode (the engine is warmed up sufficiently). (4) indicates 11 modes (measurement is started when the engine is sufficiently cooled). The second line shows the state of the engine at that time. (1) to (3) indicate that the engine is in a high temperature state (corresponding to the time of entry), and (4) indicates that the engine is in a low temperature state (corresponding to the time of departure). Yes. The third row shows recent measurements (1995-1997), and the fourth row shows measured values (g / min · unit) of carbon monoxide emissions from vehicles in the past 20 years (1977-1997).
[0025]
In Europe and the US, Table 2 shows measured values of carbon monoxide emissions from vehicles in underground parking lots adopted by ASHRAE (Allrications. Arlanta, American Society of Heating, Refrigerating and Air-Conditioning Engineers, Inc.) HANDBOOK. .
[0026]
[Table 2]

[0027]
Emissions in Europe and the United States shown in Table 2 are completely organized based on whether the engine is warmed and whether it is summer or winter. When the engine is at a low temperature, the amount of generation is large as in Japan. Although the measurement conditions and methods for CO gas emissions differ between Japan and Europe and the United States, the amount produced in Europe and the United States tends to be larger than that in Japan.
[0028]
That is, the first line of Table 2 shows the state of the engine, (1) indicates a high temperature state, and (2) indicates a low temperature state. The second line shows the number of years of measurement and indicates that measurements were made in 1991 and 1996. The 3rd and 4th lines show the amount of emissions (g / min · unit) at each measurement time, and are measured in the summer (outside air temperature 32.0 ° C) and winter (outside air temperature 0.0 ° C). .
[0029]
From Tables 1 and 2, it can be seen that the amount of carbon monoxide emitted from the vehicle is large both in Japan and Europe when the engine is at a low temperature.
[0030]
(2) Estimated required ventilation rate in underground parking lot The required ventilation rate in the parking lot is considered to be determined by the following items.
(1) Pollutant emissions per car (2) Permissible concentration of pollutant (3) Engine operating time (4) Number of vehicles in which the engine is operating, ie (1) x (3) x (4) ▼ = Total pollutant mass of the entire parking lot, and the necessary ventilation amount is obtained so that the total pollutant mass is below the reference value compared to (2), and the parking lot is ventilated based on this.
[0031]
Each item is organized below.
(2.1) Pollutant emissions per vehicle The pollutant emissions per vehicle are used from Table 1 and Table 2.
[0032]
(2.2) Permissible concentration of pollutants In Japan, the standard for CO concentration in underground parking lots is set at 50 (ppm) by the Industrial Safety and Health Act. For example, it is 25 (ppm) on average in Europe and America for 8 hours, and 50 (ppm) in the UK.
[0033]
(2.3) Engine operation time The amount of pollutant emissions depends on the time it travels in the field. The travel time is determined by the size of the parking lot, that is, the travel distance. Therefore, we model the distance traveled in the field and study how to calculate the average travel time.
[0034]
(2.3.1) Travel Distance FIG. 2 is a schematic diagram showing the travel route of the automobile in the parking lot.
Consider a travel route in a side slope type parking lot as shown in FIG. In addition, although the calculation method about a side slope type | mold is shown this time, also in the center slope type | mold, if the object property with respect to a slope is considered, it can be considered that it is a side slope type | mold and can be calculated similarly.
[0035]
In (A), a possible travel route is as indicated by the arrow of route 1 or route 2. This is considered for each route as in (B). In general, parking is planned as one-way,
(Length of each route) = (travel distance when entering) + (travel distance when leaving)
It becomes. Here, the vertical length of the target space is D, the horizontal length is W, and the vertical direction of the travel route in FIG. 2 is denoted by α and the horizontal direction is denoted by β. Here, for simplification, a square module (for example, 6 (m) × 6 (m) = 36 (m ² )) is assumed, and a parking space is assumed to be parked in one module. The width was also based on this module width. In addition, parking spaces are provided on both sides of one lane.
[0036]
Assuming that the module width is a, the travel distance can be obtained as follows. Here, the automobile passes through the center of the road. The number R of roadways when the lateral length of the target space is W can be expressed as follows.
R = QUIOTIENT (Wa, 3a) (1)
here,
R: Number of roadways W: Horizontal length of target space (m)
a: Module width (m)
QUIOTENT (X, Y): the integer part of the quotient when X is divided by Y
Next, the lateral length β of each route can be considered as follows.
[0038]
[Expression 1]

[0039]
Now, assuming that the number of travel routes is the same as the number R of roads, the total travel distance L _all can be expressed as follows.
[0040]
[Expression 2]

[0041]
here,
L _all : Total travel distance (m)
α: Travel distance in the vertical direction of each route (m) (where α = D−a)
β _rootk : Traveling distance in the horizontal direction at root k (m)
[0042]
Now, since Σβ _rootk is an arithmetic sequence of the first term 2a and tolerance 3a, L _all can be expressed as follows.
[0043]
[Equation 3]

[0044]
Here, if the probability of passing through each route is equal, the average travel distance Lave to be obtained is as follows.
[0045]
[Expression 4]

[0046]
FIG. 3 is a log-log graph based on the above equation (8) showing the relationship between the floor area of the parking lot and the average travel distance of the vehicle.
[0047]
A solid line in the figure represents an approximate straight line. From this, it can be seen that the travel distance increases in proportion to the square root of the area. That is, it can be approximated by the following equation.
Lave = 1.903√A (9)
here,
A: Floor area of target space (m ² )
[0048]
(2.3.2) Travel Time If the travel distance is known, the travel time in the field can be calculated by estimating the travel speed of the car in the field. Here, since the traveling in the parking lot is generally slow, the traveling speed is assumed to be 8 (km / h). In addition, the time required from the start of the engine to the departure of the car was set to 20 (s).
[0049]
That is, the travel time is expressed by the following equation.
Travel time = (travel distance / travel speed) +20 seconds = (1.903√A ÷ 8) / 3600 + 20 (14)
A graph of this equation is shown in FIG.
[0050]
(2.3.3) The relationship between the number of operating engines and the average number of operating engines can be expressed as follows.
r = (η × t _c ) / 3600 (10)
here,
r: Average number of operating engines (units)
η: Number of vehicles entering and leaving (units / h)
t _c : Average vehicle travel time (s)
That is, it can be understood how many engines are operating per hour by the equation (10).
[0051]
Here, if a value obtained by dividing the number of entering / exiting by the number of accommodation is defined as the entering / exiting frequency η ′, the equation (10) becomes as follows.
r ′ = (η ′ × t _c ) / 3600 (10) ′
here,
r ′: Dimensionless average engine operation number (units / accommodation number)
η ′: access frequency (units / capacity / h)
[0052]
The frequency of entering and exiting varies greatly depending on the location and use of the target underground parking lot. For example, in Hibiya parking lot in Tokyo, there is a report example of 55% at the peak time.
[0053]
The expression (10) 'indicates how many engines are operating with respect to the number of units accommodated. For example, if 100 vehicles are switched in one hour in a parking lot with 100 units accommodated, r' = 1. It becomes.
[0054]
(2.4) The necessary ventilation frequency can be calculated from the following formula based on the relationship more than calculation of necessary ventilation.
[0055]
[Equation 5]

[0056]
here,
C _lim : Allowable pollutant concentration (ppm)
q _car : Pollutant emissions per _car (g / min · car)
Tp: Capacity (units)
A: Floor area (m ² )
h: Floor height (m)
n: Ventilation frequency (ACH)
Vs: volume of gas in the standard state (= 0.0224 (m ³ ))
M: Molecular weight of pollutant (28 (g) for carbon monoxide (CO))
Here, the unit (g) of the first half of the numerator (60 × Tp × r ′ × q _car ) is converted to (m ³ ) in order to unify the unit with the denominator.
[0057]
Moreover, in the estimation of the total accommodation number, it can be estimated by the following formula.
Tp = 0.03 × A (12)
Therefore, from the formulas (9), (10), (11), and (12), the formula (11) can be expressed as follows.
[0058]
[Formula 6]

[0059]
From the equation (13), the necessary ventilation amount can be obtained from the scale of the parking lot.
[0060]
(2.5) Necessary ventilation rate calculation chart Fig. 4 shows floor area and average running time, Fig. 5 shows average engine operating rate and average running time, Fig. 6 shows average engine operating rate and total CO emissions, and Fig. 7 shows ventilation rate. It is a graph which shows the relationship between CO and total CO emission amount.
[0061]
That is, the required ventilation amount in a parking lot can be calculated | required using FIGS. In this embodiment, it is determined under the following conditions.
(Building conditions)
・ Parking floor area: 15000 (m ² )
・ Ceiling height: 3.0 (m)
・ Running speed in parking lot: 8.0 (km / h)
・ Access frequency: 0.6
・ CO emissions: Winter CO emissions by ASHRAE HANDBOOK ・ Complete mixed CO concentration in target area: 25 (ppm)
[0062]
(1) First, in the graph of FIG. 4, the floor area (m ² ) of the parking lot to be ventilated is determined. In this embodiment, it is 15000 (m ² ) as shown by the position ( ¹ ) in the figure. In addition, since the value of this floor area is constant for each parking lot, it may be treated as a constant.
[0063]
(2) In this graph, the average running time (sec) of the vehicle is obtained from the floor area. That is, as shown in the above equation (14), the travel time can be known if the floor area A is known. FIG. 4 is a graph of the equation (14). When the floor area (A) on the horizontal axis is known, the average traveling time on the vertical axis is known. In the present embodiment, it is about 127 (sec) as shown by the position (2) in the figure. This value is used in the next graph of FIG. 5 (arrow E). In addition, since the value of the average mileage determined from a floor area is constant for every parking lot, you may treat as a constant. That is, if this value is input to the memory 11 shown in FIG. 1, the arithmetic circuit 7 actually starts the operation from the next stage.
[0064]
(3) Next, in the graph of FIG. 5, the average engine operating rate (%) is obtained from the average running time obtained in FIG. In this embodiment, since the in / out frequency is 0.6, the average engine operation rate is obtained using a 60% straight line. In this embodiment, the average engine operating rate is about 2.4% as indicated by the position (3) in the figure. This value is used in the next graph of FIG. 6 (arrow F). In this embodiment, the access frequency is set to 0.6 in advance, but it may be actually measured data. That is, the number of entering / exiting is measured in real time using the counters 8 and 9 shown in FIG. 1, and, for example, the entering / exiting frequency is calculated every hour, and the entering / exiting frequency straight line on the graph is calculated based on the measured entering / exiting frequency data. It is also possible to obtain the average engine operating rate in accordance with the actual use state by selecting.
[0065]
(4) Next, in the graph of FIG. 6, the total CO emission amount (g / h) is obtained from the average engine operation rate obtained in FIG. In this embodiment, since the winter value of the ASHRAE HANDBOOK is used as the CO emission amount per vehicle, the total CO emission amount in the parking lot is obtained using the corresponding straight line. In this embodiment, the total CO emission amount is about 28 (g / h) as indicated by the position (4) in the figure. This value is used in the next graph of FIG. 7 (arrow G). In this embodiment, the ASHRAE HANDBOOK winter data is used as the CO emission data per vehicle. However, other data shown in the graph of FIG. 6 may be used. Further, the temperature may be detected to discriminate between winter and summer, and data to be used may be selected according to the season.
[0066]
(5) Next, in the graph of FIG. 7, the ventilation frequency (ACH) is obtained from the total CO emission obtained in FIG. In this embodiment, the allowable concentration of CO is 25 (ppm). Therefore, the necessary ventilation frequency is obtained from the position indicated by (5) on the linear data of the allowable concentration of 25 ppm.
[0067]
(6) From the above, the ventilation frequency can be obtained. In the present embodiment, the number of times is nine as shown by the position (6) in the figure. Therefore, under the building conditions described above, the pollutant concentration in the parking lot can be set within the allowable concentration by controlling the number of rotations of the fan with the inverter so that the air volume corresponding to the number of ventilations of 9 times is obtained. The allowable concentration data can be selected according to laws and installation locations, such as when the allowable concentration is 50 (ppm) as in Japan, and the ventilation frequency can be obtained.
[0068]
【The invention's effect】
As described above, in the present invention, since the number of ventilations is calculated using data for each parking lot, optimal ventilation can be performed for the parking lot. Moreover, since the ventilation frequency is calculated for the entire parking lot by using the above data, ventilation without waste can be performed without being influenced by the deviation of the stop position of the vehicle. Moreover, it becomes possible to calculate the ventilation amount suitable for each parking lot in real time without using a sensor.
[0069]
In addition, since the frequency of entering and exiting the vehicle can be obtained in real time by measuring the number of vehicles entering and leaving the parking lot using a counter, ventilation without waste can be performed at all times.
[0070]
Further, by using the data of the pollutant mass discharged from the vehicle properly for each situation, it is possible to calculate a further optimal ventilation frequency.
[Brief description of the drawings]
FIG. 1 is a schematic view of a parking lot provided with a ventilation device according to the present invention.
FIG. 2 is a schematic diagram showing a travel route of a car in a parking lot.
FIG. 3 is a graph showing the relationship between the floor area of a parking lot and the average travel distance of vehicles.
FIG. 4 is a graph showing the relationship between floor area and average travel time.
FIG. 5 is a graph showing the relationship between average engine operation rate and average travel time.
FIG. 6 is a graph showing the relationship between average engine operation rate and total CO emissions.
FIG. 7 is a graph showing the relationship between the number of ventilations and total CO emissions.
[Explanation of symbols]
1: Parking lot, 2: Entrance, 2a: Gate, 3: Exit, 3a: Gate,
4: Air supply fan, 5: Exhaust fan, 6: Inverter,
7: arithmetic circuit, 8: entrance counter, 9: exit counter,
10: Temperature sensor, 11: Memory.

Claims (2)

A parking lot entrance for vehicles to enter,
A parking lot exit where the vehicles leave,
In a parking lot ventilation apparatus having a fan for ventilating the room where the parking lot is provided,
Find the average running time of the vehicle from the floor area of the parking lot,
Obtain the average engine operating rate in the parking lot from the average travel time,
Calculate the total CO emissions from the average engine operating rate,
An arithmetic circuit for obtaining the ventilation frequency from the total CO emission amount;
The average travel time is obtained by travel distance / travel speed + engine start time, and the travel distance is obtained by 1.903 × √ (floor area)
The engine operation rate is determined by the product of the average travel time and the access frequency, and the access frequency is obtained by dividing the number of vehicles entering and leaving the parking lot by the number of vehicles accommodated,
The total CO emission amount is obtained from the engine operating rate and predetermined CO emission data per vehicle,
The ventilation device for a parking lot, wherein the ventilation frequency is determined such that the CO concentration of the total CO emission amount is equal to or less than an allowable concentration . The parking lot ventilation device according to claim 1 , wherein the data of the access frequency is data obtained by actual measurement using a counter that counts the number of vehicles entering and exiting the entrance or exit.

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