Professional Documents
Culture Documents
Technical Description
October 2006
Preface
Road tunnel ventilation is often based on jet technology, and the fans used are of jet type. Novenco
has adapted the design of their jet fans to suit car
parking facilities where, among other things, low
sound emission and minimum height are important, the latter in consideration of the relatively
low clearance.
Over the years, Novenco has established a unique
expertise in car park ventilation. Based on our experience in the densely populated Netherlands
and the large cities of Germany where space is at
a premium, Novenco has developed car park ventilation systems for CO extraction and smoke control in case of fire. The main purpose of this booklet is to describe the principles of CO ventilation in
car parks and to provide a brief description of
smoke extraction and control.
The systems are characterised by low installation
and energy costs. They require no ducts in the car
park and are thus extremely flexible.
Our references include CO and smoke control systems installed in the Netherlands, Germany, Denmark, Portugal, Sweden, Norway, the UK and Belgium.
MU 13734 1006
1
Air transport
Ventilation is the transport of air. To transport air
a mass must be moved. At 20C, the density of air
is approx. 1.2 kg /m3. Ventilating 10 m3 air therefore involves moving a mass of 12 kg.
It is also well known that air moves vertically in response to thermal differentials.
Natural cross-ventilation
>5m
3.
< 54 m
3 A total
A Wall opening
> 2,5% A floor
1,3 m
4.
Fig. 1
5.
6.
7.
4.
5.
6.
7.
Semi-natural ventilation
Fig. 2
Top view
Semi-mechanical ventilation
Fig. 3
Side view
Mechanical ventilation
Fig. 4
Air inlet
Air outlet
Conventional system with ducts
Fig. 5a
Fig. 5b
Figures 5a and 5b illustrate jet ventilation in practice. Both figures are in longitudinal direction.
Thrust, the force generated by jet fans, is expressed in Newton [N] and is the product of the
mass flow rate and the change in velocity. It is the
unit of measurement for jet fans, in contrast to
conventional fans whose output is measured in
m3/s or Pa. Jet fans are typically installed beneath
the ceiling (figs 5a and 5b).
It is important that jet fans be positioned in the
midst of the air they are to set in motion.
In theory, assuming that the surrounding air has
zero initial velocity, the thrust generated by a jet
fan is equal to the volumetric flow rate times the
density of air times the outlet velocity.
Fig. 6
For optimum efficiency, jet fans should be suspended completely freely.
In practice, they are installed as close to the ceiling as possible to provide maximum clearance beneath the fans. Air tends to adhere to even surfaces. This phenomenon, known as the Coanda
effect, is of great importance for overall efficiency. To compensate for this, Novenco jet fans are
equipped with directional grilles that bend the air
flow away from neighbouring surfaces.
Overall efficiency is also affected by inlet and outlet conditions. Compensation must be made for
obstacles in the vicinity of the fans.
As previously mentioned, nominal thrust equals
mass air flow times the outlet velocity.
The effective thrust is the product of the nominal
thrust and a "system efficiency factor", and is always less than the nominal thrust.
Figure 6 illustrates the way in which jet fans can
be installed to provide space-saving ventilation in
a car parking facility. Note that, in order to
In car parking facilities, jet fans can be used to replace ducts for the extraction of both CO and explosive petrol fumes (CH4). The presence of CO in
a car park indicates that other hazardous fumes
(e.g. benzene) are also present. As a result of this,
the German authorities have reduced the limits
for CO in car parking facilities from 100 ppm to
50-60 ppm, depending on the federal state in
question. Ventilation is activated by sensors in the
car park for monitoring the level of CO and CH4.
The necessary number of sensors depends on the
layout of the car park and varies between one per
100 m2 to one per 500 m2. CH4 sensors are normally installed close to the ground (approx. 30 cm
above the ground) while CO sensors are installed
at head height (approx. 150 cm above the
ground). If sensors with 4-20 mA output are used,
these can be connected to a CTS control system,
thus allowing limits to be adjusted.
In open car parks (see page 4), where no ventilation is required, natural ventilation can be assisted by jet fans, thus preventing the occurrence of
"dead" areas. The same applies to parking facilities that only just fail to meet the requirements
on open car parks. Here too, requirements can often be met using jet fans alone. In such cases it is
often best to use 100% reversible Novenco fans.
These fans are capable of providing the same
thrust in either direction so that the direction of
flow can be changed to suit wind conditions.
Fig. 7
Figure 7 illustrates the possible design of a closed
system consisting of jet fans and an exhaust fan
installed in a shaft. The extraction unit typically
consists of a grille, an exhaust fan and, if necessary, a sound attenuator. When the set limit is exceeded, the exhaust fan is started first, followed
by the jet fans.
In case of fire, the jet fans are turned off and the
fresh-air and exhaust fans are switched to maximum power, corresponding to the necessary
smoke extraction rate. This allows anyone in the
car park to escape. Once the building has been
evacuated or the fire brigade has arrived, the jet
fans are turned on, thus forcing air towards the
exhaust fan. This provides two benefits:
Firstly, smoke accumulates in a relatively limited area (figs 8a and 8b), allowing the site of
the fire to be located and the fire extinguished.
Secondly, the temperature in the immediate
vicinity of the fire is reduced, allowing firefighters to get closer.
As an additional benefit, damage to the
building is minimised as the large quantities
of air cool the smoke and building surfaces.
It is important to note that, in relation to CO ventilation, smoke control requires a many-fold increase in the quantity of air taken in and discharged. The system must therefore be dimensioned for smoke control if this is required.
The use of jet fans for smoke control purposes requires that all possible fire scenarios be analysed
in detail.
Space saving
There is no need for space-consuming ducts
in the car park, thus allowing the ceiling to
be lower. This allows a better use of limited
space in underground car parks and improves layout.
Jet fans transport and distribute fresh air
within a "giant duct" the car park itself.
2.
Flexible installation
Various tests have shown that jet fans can be
flexibly positioned. Individual fans can be
positioned within a radius of 2 m without affecting system efficiency.
3.
4.
5.
Energy savings
Jet fans can be arranged in groups, control-
10
6.
Cost savings
There is no need to install ducts when jet
fans are used in car parking facilities. In
closed car parks there need only be a freshair inlet and spent-air outlet. Pressure drop is
thus limited to that occurring in damper,
sound attenuator (if any) and shaft. This allows smaller motors and fans to be used,
thus reducing sound levels.
On the other hand, jet ventilation systems require more cabling and larger electrical cabinets. However, even including these costs,
jet ventilation systems are typically 30%
cheaper to purchase and install than conventional systems.
Simple adjustment
Duct-based ventilation systems are often fitted with grilles that must be adjusted to
achieve the required ventilation.
This is not necessary with jet ventilation systems as the fans are equipped with a directional grille that bends the air flow away
from walls and ceilings. These grilles are factory-set and seldom require readjustment,
although adjustment can easily be performed on site if necessary.
If there is no need for full ventilation, the
quantity of air can be regulated by running
the jet fans at half speed or by only operating a group of fans at a time.
Smoke control
While there has been no doubt about the benefits
of jet ventilation for CO extraction, there was
some discussion in the Netherlands in the early
1990s about the suitability of jet ventilation systems for smoke control. Due to a lack of realistic
tests, the fire authorities were reluctant to approve jet ventilation systems as an alternative to
sprinkler systems, fire doors and fire walls. Their
reluctance was based on two objections:
11
Design criteria
Regarding the practical design of jet ventilation
systems, determining the following five factors is
of particular importance:
1.
2.
3.
4.
5.
CO production
Ventilation quantity
Direction of air movement
Noise levels within and outside the car park
Ventilation and extinguishing strategy in
case of fire
Re 1:
CO production
Several factors affect the amount of CO produced. More modern cars produce less pollution
than older models as a result of improved combustion and the use of catalytic converters. Cold
engines produce more CO than hot engines.
Speed also affects CO production. All these factors must be taken into account when designing
ventilation systems. They also explain why CO
production values differ from country to country.
Some countries have relatively many old cars
while in other countries, a greater proportion of
the cars are new.
There are no standardised regulations in the Nordic countries, but a model for calculating the required air quantity for CO ventilation is normally
used. The model calculates a necessary ventilation
flow on the basis of the number of parking spaces, the distance travelled to reach them and the
number of cars arriving and leaving per hour. The
input data on CO production does not differentiate between cold and hot starts. Nor does it take
into account the acceptable CO concentration
within the car park, the CO concentration of the
air outside the car park, or whether the car park
is part of a shopping centre or housing complex.
Since catalytic converters were introduced, the
production of CO by cars has fallen dramatically in
relation to other combustion products. In Germa-
12
0.008s
7. 6
0.89s0.49
[g]
[g]
[g]
Re 2:
Ventilation quantity
The following calculations are in accordance with
the German standard VDI 2053 Jan 2002.
Formula for determining the quantity of CO, qCO:
qCO=
Pe [m3/h]
CO
where
P
q co f g
Q = ---------------------------------------------- [m 3 /h]
CO perm CO out
COperm = the permissible CO concentration in
ppm. There are no standards for COperm in Denmark, but VDI 2053 provides recommended limits.
COout = the CO concentration of the outside air in
ppm. There are no standards for COout in Denmark, but VDI 2053 provides recommended limits.
fg = a system factor, varying from 1.0 to 1.5
fg = 1.0 for jet systems
fg = 1.25-1.5 for duct-based systems
qCO
20-60%
70-150%
50-70%
100%
100%
With regard to housing complexes, the parking pattern must be determined. Is there a steady stream of
traffic throughout the day, or do all cars leave at the
same time in the morning and return together in
the evening? The parking pattern may thus result in
=
=
=
=
=
=
(sman + sn + srmp)
134 m
156 m
10 m
40 m
ramps
40 m
13
As the traffic under consideration is morning traffic with cold engines (see pages 12 and 13):
qCO1 = Pe [m3/h]
CO
= 0.60.891170.49/(1.16103)=0.0048 m3/h/car
qCO2 = Pe [m3/h]
CO
= 0.60.891280.49/(1.16103)=0.0050 m3/h/car
In this example, COperm is assumed to be 50 ppm
and COout to be 0 ppm.
The necessary ventilation quantity (Q) can then be
calculated as:
Q = (qCO1n1+ qCO2 n2)fg
COperm-COout
Q = (0.0048174-0.005106)1.25
(50-0)10-6
Q = 34,130 m3/h
Had the parking pattern been different, for example more evenly distributed throughout the
day, the parking frequency, P, could have been
halved to 30%. This would also halve the necessary ventilation air quantity, i.e. to approx. 17,000
m3/h.
Evening traffic
The necessary ventilation quantity in the evening
when the cars return can similarly be calculated as
follows:
qCO1 = 0.60.008117/(1.16103)=0.00048 m3/h/car
qCO2 = 0.60.008128/(1.16103)=0.00053 m3/h/car
Q
= (0.00048174-0.00053106)1.25
(50-0)10-6
= 2,800 m3/h
It is extremely important that the correct assumptions be used when designing car park facilities.
Such information is only available from the car
park owner and the consulting engineer as they
know the assumptions made for the project.
14
Please note that the calculations in the above example are only applicable to CO ventilation and
must not be used for smoke extraction or control
in case of fire. Significantly greater ventilation
quantities are required for smoke control purposes and the technical installations used must
meet special requirements on heat resistance.
Re 3
Direction of air movement
The greatest possible distance between fresh air
intake and spent-air discharge must be ensured.
Usually, the access ramp is used as the fresh-air intake, while an exhaust fan is installed in the opposite corner.
Re 4
Noise levels within and outside the car
park
It is important that requirements on noise levels
within and outside the car park and the most expedient location for the exhaust system be considered early in the project planning phase. Usually,
it will be necessary to use sound attenuators, and
space must be set aside for these and for a shaft.
Re 5
Ventilation and extinguishing strategy in
case of fire
If the system is to be used for smoke control, it is
important that the local fire authority be involved
at an early stage so that the most suitable strategy can be determined.
General aspects of
car park layout
When dimensioning an underground car park, it
is important to consider the location of air inlets
and outlets. In most cases, it will be necessary to
install an exhaust fan that can discharge the polluted air via a ventilation shaft. Out of consideration for the surroundings, unsuitable shaft locations must also be determined. It may be possible
to disguise the shaft so that it blends with the surroundings, e.g. as an advertising pillar at a shopping centre.
When dimensioning the exhaust fan, the pressure drop through the entire system from the
fresh-air intake to the discharge outlet must be
taken into account. Usually, it is best to transport
air through the discharge system by means of
suction rather than pressure as this prevents
spent air unintentionally spreading to other
parts of the building. Fans are used to distribute
air within the car park and to ensure that "dead"
areas do not occur.
15
Noise emission
Car park
Car parks have many noise sources the most important being the cars themselves. The noise
emitted by cars in motion is often about 75-80
dB(A). There may also be technical installations in
the car park that contribute to the overall noise
level. Exhaust fans are also a source of noise.
Depending on size and speed, the noise emitted
by jet fans varies between 45-66 dB(A) per fan.
Such fans are therefore insignificant noise sources
in comparison with other sources within the car
park.
As standard, jet fans are supplied with dual-speed
motors.
They are usually dimensioned to run at half speed
most of the time and their noise emission will thus
16
Fire protection
35 m
Various parked
cars
Various parked
cars
Place of fire
Radiation
Visibility measurement
Temperature measurement smoke/air measurement
Temperature measurement in concrete
17
Conclusion
Closed car parking facilities are ventilated more
efficiently by Novenco jet fans than by conventional duct-based systems.
In comparison with conventional systems, space
can be saved, and installation and running costs
reduced.
Thanks to the design of the jet fans, most current
requirements on sound emission can be met.
Large differences exist in ventilation requirements for CO ventilation and smoke control, particularly in small car parks.
18
MU 13734 10.06
Novenco A/S Industrivej 22 DK-4700 Naestved Denmark Tel. +45 70 12 42 22 Fax +45 55 75 65 50
www.novenco.biz