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Engineering Applications of Articial Intelligence 16 (2003) 717721

The control of highway tunnel ventilation using fuzzy logic

Ercument . Karakas -*
Department of Electrical Education, University of Kocaeli, Izmit 41100, Kocaeli, Turkey

Abstract The purpose of tunnel ventilation control is to provide a safe and comfortable environment for users. The tunnel ventilation is optimized by controlling jet fans and dust collectors installed inside the tunnel. The jet fans blow polluted air from inside the tunnel toward air exit ports. The dust collectors remove soot and smoke so that pollutant concentration inside the tunnel can be better measured by CO (carbon monoxide) meters. Since this is a process involving many elements which are difcult to quantify exactly, the predictive fuzzy control is introduced to solve the problem. By means of this approach it was made possible to reduce electric power consumption greatly while keeping the degree of pollution within the allowable limit. r 2003 Elsevier Ltd. All rights reserved.
Keywords: FLC; Jet fan tunnel; Ventilation; Induction motor

1. Introduction The necessary and sufcient amount of airow ventilated in different trafc conditions in a tunnel must be provided with a minimum electric power consumption. In particular, increasing the ventilation efciency in tunnels is important to reduce the operating costs. As stated in Chen et al. (1998), moving vehicles with speeds of 80 km/h generally take about 810 min to pass safely along a large road tunnel with about 10 km in length. Such a long driving duration in those kind of large tunnels would require a satised environment to avoid foreseeable hazards that of air pollution is mainly related to either vehicle driver or passengers. Therefore, air pollution control in a tunnel ventilation system is a hot topic especially in case of any trafc congestion. The air in tunnel, usually contaminated by CO, HC and dust, will reduce the visibility and more seriously cause trafc accidents accordingly. The air pollution control aims (Iokibe et al., 1993):
*

To minimize electrical power consumption for cost effectiveness.

An outline of the tunnel ventilation control system using articial intelligence is given in Nagataki et al. (1992), which was remodeled and a thorough ventilation system including plant, dynamics, fuzzy logic control, simulation (Tamura and Matsushita, 1991; Funabashi et al., 1991) and evaluation was developed in Chen et al. (1998). In the following sections, tunnel ventilation system conguration (TVSC) and fuzzy logic control (FLC) are explained, and then an FLC application in TVSC is introduced. Modeling and simulation of this new approach is followed by simulation results. This study focuses on the jet fan torque of the ventilation system of a highway tunnel whose specications are given in Table 1 using Matlab-Simulink, and the results are compared with those of obtained using the PID controller.

To increase the visibility so that the visibility index VIX40%. Actual control scheme regulates VIX50% for safety reasons. To decrease the concentration of carbon monoxide denoted by CO so that COo100 ppm. Actual control scheme regulates COo40 ppm.
*Tel.: +90-262-3249910; fax: +90-262-3313909. E-mail address: karakas@kou.edu.tr (E. Karakas -).

2. Tunnel ventilation system conguration A hypothetical highway tunnel with specications as stated in Table 1 is considered to apply the predictive fuzzy control technique that is explained in the following section. The parameters given in the table are used to specify power consumption, lighting, emergency control

0952-1976/03/$ - see front matter r 2003 Elsevier Ltd. All rights reserved. doi:10.1016/S0952-1976(03)00068-X

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718 Table 1 Tunnel specications Right carriageway (uphill tube) Left carriageway (downhill tube) Max. gradient Number of lanes per tube Max. permissible trafc speed 3311 m 3363 m 2% 3 90 km/h E. Karakas - / Engineering Applications of Articial Intelligence 16 (2003) 717721

and radio control as well as ventilation control of the tunnel. Emissions from cars are dependent not only on the way they are built but also on the way they are driven in various trafc situations. In a highway tunnel atmosphere, various gases are emitted by combustion engines. They consist largely of nitrogen (N2), carbon dioxide (CO2), steam (H2O) and other particles. In addition, a number of harmful substances are present such as hydrocarbons (HC), carbon monoxide (CO), lead and sulfur dioxide (SO2). Because of these dangerous gases, it is necessary to provide fresh air in longer tunnels. The fresh air which is used to lower the concentration of CO also serves to improve visibility. The purpose of ventilation is to reduce the noxious fumes in a tunnel to a bearable amount by introducing fresh air. Every tunnel has some degree of natural ventilation. But a mechanical ventilation system should have to be also installed in order to improve the ventilation to a non-harmful condition. In order to create air stream, fans are installed on the ceiling or sidewalls of the tunnel. The fans take air in tunnel and blow it out at higher speed along the axis of the tunnel. It is assumed that 16 jet fans in the right carriageway and 6 jet fans in the left carriageway are mounted in the tunnel with 50 Hp (Horse-power) each. It is further assumed that in each tunnel tube of crosssectional area 144 m2, two locations are utilized for measuring the carbon monoxide, dust particle concentration and trafc volume at entrance and exit of the tunnel. From the measuring units all essential data obtained can be transmitted to the ventilation control system for further processing.

plants actual behaviour. The control engineer has to nd the simplest and the cheapest solution which fulls the performance requirements in the face of the existing modeling uncertainties of the plant. The structure of the controller used in this work is shown in Fig. 1. The aim is to maintain a single processstate variable dened Bose (1994) at set point. The controller is a fuzzy logic controller (FLC) with the inputs being the error and change of error, and its output being the required change in the controller variable. The control logic structure is shown in Fig. 2. As depicted in Fig. 2, the logic structure of FLC system proposed consists of three sub-systems, namely, input data, inference processing and output data. Trafc volume (TV), visibility index (VI) and carbon monoxide (CO) are the three basic measurable input parameters which are fed into the inference processing sub-system to determine pollution prediction (PP), make judgment (J) and so propose the required rule inference (RI). Finally, control instructions (CI) are extracted as the output data of the control system. For the present study, 49 ifthen rules are developed and used in judgment process. Inputs of the fuzzy control system are VI that includes dust and smoke penetration rate, and carbon monoxide ratio (CO) in air, and trafc volume that is measured by a trafc counter placed at highway entrance ramps. Output is control instruction for ventilation equipment that includes jet fans and dust-removal units. First of all VI and CO values are measured, and the degree of pollution inside tunnel is predicted. Finally, trafc volume is measured and the effect of airow driven by passing vehicles on degree of pollution is predicted and

Rule Base R error and change of error E Fuzzification e Control Rules Judgement de Data Base Defuzzification u U Syst. Math. Model

DE

3. Fuzzy logic control (FLC) The design and industrial implementation of an automatic control system require use of efcient techniques. In order to solve a control problem it is necessary to rst describe the dynamic behaviour of the system to be controlled. Traditionally this is done in terms of a mathematical model. However, it is well known that mathematical modeling of a plant is always forced with the problem of uncertainty. There is always a discrepancy between the mathematical model of a plant, which can be very accurate but at a price, and the

Fig. 1. Performance of a fuzzy controller.

Input Data
Traffic Volume

Inference Processing

Output Data

Visibility Index

Pollution Prediction

Judgment

Rule Inference

Control Instructions

Carbon Monoxide

Fig. 2. Relationship among control functions in a tunnel ventilation control system.

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control instruction is sent. Control range that includes inputs and outputs is well covered with seven membership functions.

4. Simulation results The block diagram of the proposed adaptive fuzzy controller model for an induction jet fan motor drive is shown in Fig. 3 which consists of the induction jet fan motor driven by an PWM inverter, a dynamic load, and the fuzzy controller. In order to validate the control strategies as discussed above, simulation studies were carried out. Table 2 shows the parameters of the drive system used in the simulation model, where Rs is the stator resistance, Rr the rotor resistance, L1s the stator self-inductance, L1r the rotor self-inductance, Lm the equivalent self-inductance due to heat dissipation in motor, p the number of poles of stator, J the inertia of rotor, P the power of induction motor, and Ten the motor nominal load torque. These parameters are used to model the induction motor and its nominal load torque (Ten) representing all of the ventilation system input variables. The meanings of the parameters utilized in Fig. 3 are as follows: Wr is the rotor speed (rad/s), Ias ; Ibs ; Ics the nominal motor currents (A), Te the motor torque (N m). Mathematical model of induction motor shown in Fig. 3 further has the following parameters: R1, R2, L1, L2, Lm, Lt, P and J as mentioned above. The derivation of the fuzzy control rules is based on Table 3 and seven examples of these criteria (total of 7 7 49 rules) are as follows:
*

If error (e(k)) is Positive Small (PS) and change of error (De(k)) is PS then fs is Z. If error (e(k)) is Zero (Z) and change of error (De(k)) is Z then fs is Z. If error (e(k)) is Negative Small (NS) and change of error (De(k)) is NS then fs is NM. If error (e(k)) is Negative Medium (NM) and change of error (De(k)) is NM then fs is NM. If error (e(k)) is Negative Big (NB) and change of error (De(k)) is NB then fs is NM.

Here e(k) is the input error coming from the difference between angular velocity and reference angular velocity (wref) of the jet fan and fs is the stator frequency. Fig. 4 illustrates the membership function of e(k). De(k) is the
Table 2 Parameters of the induction motor model Rs ( O) Rr ( O) L1s (H) L1r (H) Lm (H) P J (kg m2) P (Hp) Ten (N m) 0.0870 0.2280 0.0008 0.0008 0.0346 4 1.662 50 234.395

Table 3 Fuzzy controller rules e(k) De(k) PB PB PM PS Z NS NM NB NB NM NM Z NS Z NB PM NB NM NB Z NS NS Z PS NB NM Z Z Z NS NS Z NB NS Z Z NM NS NS NS NM NS Z Z NM NM NS NM NS Z PS Z NM NM NM NB Z Z PB Z NB NM NM

If error (e(k)) is Positive Big (PB) and change of error (De(k)) is PB then fs is NB. If error (e(k)) is Positive Medium (PM) and change of error (De(k)) is PM then fs is NM.
157.0796 wref

fs fs 157.0796 wref Mux Mux1

fs

+ Sum Control Block of Fuzzy Logic

ias ias ibs ibs KVm/fs Vm Sin.Source Induction Motor Mathematical Model Mechanical Shaft ics ics Load isa w w Te Te

Te_

Fig. 3. Fuzzy controller model for an induction jet fan motor drive.

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720 E. Karakas - / Engineering Applications of Articial Intelligence 16 (2003) 717721

nb 1

nm

ns

ps

pm

pb

800 700 600

T = 246,500 Nm Tk = 227,272 Nm ty = 2,740 s

0.5
Torque (Nm)

500 400 300 200 100

0 -157 -104 -52 0 e (k) 52 104 157

ts tk
1 2 3

Fig. 4. Error in controller inputs ek:

T ty
4 5 6

Tk
7

nb 1

nm

ns

ps

pm

pb

t (s)

Fig. 6. Torque step response of drive system under load obtained with PID controller developed for the highway tunnel.

0.5
1200

T = 376 Nm Tk = 232 Nm ty = 0,394 s

0
Torque (Nm)

1000

-6

-4

-2

0 e (k)

800

Fig. 5. Change of error in controller inputs Dek:

ts
600

change in difference between the consecutive samplings (Fig. 5): ek wref k wk; Dek ek ek 1; wk 2fs ; P Ten wk: 1 2 3 4

400

200

T tk ty
1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5

Tk
5.0

0.5

t (s)

Fig. 7. Torque step response of drive system under load obtained by FLC developed for the highway tunnel (when the membership function is triangular). Table 4 Outcomes obtained comparing Figs. 69 Parameters PID FLC Triangular mf DT (N m) Dty (s) DTk (N m) ts (s) tk (s) 246,500 2740 227,272 0470 3410 376,000 0394 232,000 0310 0761 Trapezoidal mf 346,153 0304 251,908 0330 0761 Bell-shaped mf 342,857 0308 237,735 0317 0736

According to the above criteria and after controlling several times by conventional controllers, fuzzy algorithm is derived and expressed in Table 3 which gives the inferred linguistic values of De(k) and e(k). Each universe of discourse is divided into seven fuzzy subsets: PB, PM, PS, Z, NS, NM, and NB. Fig. 7 shows the simulation results of torque variations against time for the drive system run with FLC where the membership function is triangular. Results under the same working conditions for PID controller are presented in Fig. 6. By comparing the behaviors depicted in Figs. 6 and 7 the robustness of the FLC system can be recognized. From the close inspection of these gures several outcomes can be extracted as shown in Table 4 which also includes results when the membership function of FLC is trapezoidal and bell-shaped. As can be easily seen, ts value of FLC with triangular membership function is about 66% less than that obtained by PID. When moment reaches zero it implies that rotor angular velocity attains either zero or constant value, the so-called synchronous velocity. In

DT: change in torque; Dty: change in time to steady state after the load is applied; DTk: change in torque to steady state after the load is applied; ts: osscilation time when the motor is started (without load); tk: time to steady state after the motor is started (without load); mf: membership function.

other words, steady-state starting time can be accepted as a measure of electrical energy consumption of the control system due to the fact that energy and time are directly proportional quantities.

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1200

1000

T = 346,153 Nm Tk = 251,908 Nm ty = 0,304 s

Torque (Nm)

900 800 700 600 500 400 300

T = 342,857 Nm Tk = 237,735 Nm ty = 0,308 s

ts

Torque (Nm)

800

ts
600

400

200 100

tk
0.5 1.0 1.5 2.0 2.5 3.0

T ty
3.5 4.0

200

Tk
4.5 5.0

tk
0.5 1.0 1.5 2.0 2.5 3.0

ty
4.0

Tk
4.5 5.0

t (s)

3.5

t (s)

Fig. 8. Torque step response of drive system under load obtained by FLC developed for the highway tunnel (when the membership function is trapezoidal).

Fig. 9. Torque step response of drive system under load obtained by FLC developed for the highway tunnel (when the membership function is bell-shaped).

5. Conclusion Ventilation control is based on sensor information, namely TV, VI and CO measurements. According to the amounts of pollutants in exhaust gas, airow driven by the vehicles and degree of pollution inside the tunnel, optimized operation commands are given to the jet fans and dust collectors. Optimum means that pollutant concentration is kept within the allowable limit (for CO, 100 ppm or less), and at the same time electric power consumption is minimized as shown in Figs. 79 (i.e., where an FLC is used) comparing with Fig. 6 (i.e., where a PID is used) in terms of steady-state starting time. As can be concluded from Figs. 7 and 6 and Table 4, tk for the model where FLC is applied is 4,48 times less than that of the PID approach. Therefore, the power consumption required in the former is much less compared to the latter. In the past, this control was performed using a quantitative numerical model; but the model as opposed to our approach failed to account accurately for a number of phenomena including turbulence inside the tunnel and emission of pollutants

from vehicles, making it difcult to obtain optimum operation in which the electrical power consumption is minimized. References
Bose, B.K., 1994. Expert systems, fuzzy logic, and neural network applications in power electronics and motion control. Proceedings of the IEEE 82 (8), 13031316. Chen, P.H., Lai, J.H., Lin, C.T., 1998. Application of Fuzzy Control to a Road Tunnel Ventilation System, Fuzzy Sets and Systems. Elsevier Science, Amesterdam, pp. 928. Funabashi, M., Aoki, I., Yahiro, M., Inoue, H., 1991. A fuzzy model based control scheme and its application to a road tunnel ventilation system. Proceedings of the IECON91 International Conference on Industrial Electrics, Japan. Control and Instrumentation, Vol. 2, pp. 15961601. Iokibe, T., Mochizuki, N., Kimura, T., 1993. Trafc prediction method by fuzzy logic, Proceeding of the Second IEEE International Conference on Fuzzy Systems, San Francisco. pp. 673678. Nagataki, K., Kotsuji, C., Yahiro, M., Funabashi, M., Inoue, H., 1992. A scheme and operation results of road tunnel ventilation control using hybrid expert system technology. Hitachi Review 41 (1), 5158. Tamura, K., Matsushita, N., 1991. Experiments on tunnel ventilation controls. Maiden Review (International Edition) 2 (2), 4550.