Parking space management system and evaluation unit for a parking space management system

The subject relates to a parking space management system and an evaluation unit for a parking space management system.

Firefighting systems for parking space management systems are well known and often required by law. Multi-storey or underground car parks in particular are exposed to considerable fire risks due to their structural density and the proximity of the vehicles to one another and the associated high fire loads. Previously, when there was a fire in a parking lot, it was always to be assumed that the fossil fuels of the vehicle drives would burn. This was "favorable" insofar as the fire brigade always knew which materials were on fire and could initiate fire-fighting measures that were tailored to them.

Due to the diversification of the different drive types, caused by the energy transition, in the event of a fire in a multi-storey or underground car park, it is no longer clear before the fire-fighting team what the cause of the fire is and what the fire load is. So-called new energy carriers (NEC) are vehicles with alternative drives to combustion engines. This starts with gas vehicles, goes through hybrid electric vehicles and plug-in hybrid electric vehicles to purely electric vehicles and also vehicles powered by fuel cells (possibly using hydrogen). Especially in battery-based vehicles with hybrid drive (hybrid electric vehicle (HEV)), Plug-in hybrid drives (plug in electric vehicle (PEV)) and pure battery drives (battery electric vehicle (BEV)) are always provided with a battery for energy storage. Previously known batteries for automobile construction are lithium-ion batteries, which pose a significant risk of fire and, in the event of a fire, can only be extinguished with difficulty and only with suitable measures. These new vehicles pose previously unknown problems for firefighting. In the case of vehicles powered by gas or hydrogen, the heat generated by the fire load can collect under the ceiling of the parking garage or escape in other directions. Therefore, even such fires are difficult to control. Danger of explosion if approached. In any case, a completely different attack strategy for the fire brigade and possibly

The object was therefore based on the task of optimizing firefighting in parking space management systems.

This object is achieved by a parking space management system according to claim 1 and an evaluation unit according to claim 11.

Objectively, it has been recognized that the temperature behavior of a vehicle is different depending on the drive type. Both when driving in and parking the vehicle, i.e. the cooling process after a journey, and when a fire breaks out, i.e. the initial heating-up process up to a fire, the temperature behavior is strongly dependent on the drive type.

In the broadest sense, a drive type can relate to both the drive train and the storage technology for storing the drive energy. A powertrain can be based on an internal combustion engine or an electric motor. A storage technology can involve a liquid fuel tank, a gas tank, or a battery. A battery can include different technologies, such as Li-ion batteries, lead-acid batteries, lithium polymer batteries, etc. For the sake of simplicity, only the drive type is discussed below.

In addition, the position of so-called hotspots, i.e. areas in which the vehicle heats up particularly, in the area of ​​the underbody of

Vehicles with different drive types are very different. The object makes use of this circumstance by providing a temperature sensor that can be attached to the floor of a parking space. The temperature on the underbody of a vehicle over the course of the parking time can be recorded via the temperature sensor, which can preferably record a temperature profile not only at points but in particular along a line and/or over an area.

The temperature sensor is connected to an evaluation unit. The connection can be wired or wireless.

In order to determine the fire load in order to inform the fire brigade about possible dangers and firefighting strategies before or when they arrive at the source of the fire , it is proposed that the evaluation unit use the temperature sensor to evaluate at least one temperature curve in the area of ​​the temperature sensor and output a signal depending on the temperature curve . The signal is in particular a fire alarm signal or a fire pre-alarm.

A temperature profile can be both temporal and spatial. A temperature profile over time can represent the temperature over time. A spatial temperature profile can represent, for example, a temperature along at least one axis of expansion (one-dimensional) of the temperature sensor, in particular along two axes (two-dimensional).

As already explained at the beginning, the temperature curves of different drive types are extremely different.

For example, in the case of an internal combustion engine, an increased temperature in the front area of ​​the vehicle is to be expected at the start of the parking process, since the internal combustion engine is located there. The temperature usually decreases linearly or degressively, depending on whether the engine cooler is running on or not. After cooling, the temperature remains low. The hotspot of the temperature curve is usually in the area of ​​the engine block or the tank of the vehicle.

In a battery-powered vehicle with a fuel cell, a low temperature in the area of ​​the front of the vehicle is to be expected at the beginning of the parking process, since an electric motor heats up less than a combustion engine. The temperature usually decreases linearly. After cooling, the temperature remains low. However, in the event of a fire, and in particular even before a fire breaks out, the battery will usually heat up. This heating process takes a few minutes, and in particular is considerably longer than in the case of a fire involving fossil fuels. However, once a so-called "tripping point" has been reached, the temperature rises rapidly and results in the battery catching fire or exploding. The hotspot of the temperature curve is usually in the middle of the vehicle,

In the case of a hydrogen-powered vehicle, a low temperature in the area of ​​the front of the vehicle is to be expected at the beginning of the parking process, since an electric motor heats up less than a combustion engine. The temperature usually decreases linearly. After cooling, the temperature remains low. In the event of a fire, the temperature rise will usually be even faster than that of an internal combustion engine vehicle because the hydrogen will react immediately and explode. The hotspot of the temperature curve is usually in the area of ​​the vehicle's tank.

The drive types mentioned are purely exemplary. There are, for example, gas-powered vehicles and hydrogen vehicles with combustion engines, which also have typical temperature profiles.

This and other information about the temperature curve can be stored in the evaluation unit in order to add information to the signal, from which a probable fire load results. The signal can, for example, contain information about a drive type of the vehicle at a respective parking space.

A temperature sensor can be assigned exclusively to a parking space. In this case, not only the temperature profile but also the location of the temperature profile, in particular the parking lot, can be determined by the evaluation unit. Information about the parking lot itself, ie spatial information about the parking lot or a designation of the parking lot, can thus be added to the signal.

According to one embodiment it is proposed that the temperature sensor is an optical fiber line. With the help of such an optical fiber line, temperature can be sensed on the floor of the parking lot, in particular in a small construction. A fiber line can have a longitudinal extension and a temperature profile can be determined locally resolved along the fiber line.

The fiber line is in particular a fiber optic line, in particular a fiber optic fire alarm cable. Such glass fiber fire alarm cables are already known and are used, for example, in the ceiling area of ​​tunnels in order to be able to take temperature measurements over long distances.

However, the temperature sensor can also be an electrical sensor, for example a sensor based on a resistance wire. For spatial resolution, such a sensor can be subdivided into sections that can be evaluated individually. A temperature sensor based on an electrical resistance, for example an NTC resistance, is also conceivable.

In order to prevent the temperature sensor from being damaged by vehicles running over it, it is proposed that the temperature sensor be integrated into the floor of the parking lot. When building the parking lot, for example, the temperature sensor can be embedded before the top layer is applied. For a subsequent installation, it is possible, for example, that the top

cover layer is slit, the temperature sensor is inserted and then the slit is sealed, for example with a bitumen,

As already explained at the outset, which one can be stored in the evaluation unit

Temperature curve for which vehicle type, in particular which drive type is characteristic. Thus, different characterizing temperature curves can be stored in the evaluation unit for each type of vehicle and/or for each type of drive. A cluster of typical temperature profiles can be stored in the evaluation unit for each type of drive.

The recorded temperature curve is compared with the stored temperature curves. In this case, a cross-correlation of the recorded temperature curve with the stored temperature curve can take place, resolved both in terms of time and space. Such a method is, for example, an SSD method. It can be determined with which of the stored temperature profiles the detected temperature profile is most similar. For example, a sum of all deviations of the detected temperature curve can be formed with all temperature curves associated with a cluster and the absolute value of the sum or a normalized value of the sum for all clusters can be compared with one another. The smallest deviation amount can be used to determine the cluster, which is most probable for the recorded temperature profile. Depending on the comparison, the evaluation unit can determine a drive type of the vehicle parked in the parking lot. In any case, a very high temperature and thus a fire can always be detected. Even if there is no knowledge of the type of vehicle or can be recognized from the temperature profile. The system could thus assign the fire to a location without evaluating the specifics of a temperature curve. if no knowledge of the type of vehicle is available or can be recognized from the temperature profile. The system could thus assign the fire to a location without evaluating the specifics of a temperature curve. if no knowledge of the type of vehicle is available or can be recognized from the temperature profile. The system could thus assign the fire to a location without evaluating the specifics of a temperature curve.

In addition, in the presence of location sensors and the knowledge of which specific vehicle type it is at the specific location, unusual ones can occur

Temperature curves are recognized faster than such. The system would therefore wait for an E-curve in an electric car, etc.

In order to optimize the detection of a fire, it is helpful to know the drive type before a fire even starts. It is therefore proposed that a first temperature profile is initially evaluated over time. Depending on this, for example when a vehicle drives into the parking lot and the parking process begins, the drive type of the parked vehicle can be determined. That particular drive type is stored for that parking space until the vehicle leaves the parking space. Then this memory can be erased and rewritten, for example with the value of the drive type of the next parked vehicle in this parking lot.

During the parking process, a second temperature profile is recorded and evaluated either continuously or at intervals. In this evaluation, the recorded temperature curve is compared with temperature curves. In order to be able to determine more quickly and reliably whether there is a fire or not, the comparison is only carried out with the temperature curves known for the known drive type. If there is a fire, the temperature curve is typical for the drive type. If the drive type is known and if the second temperature curve is compared with temperature curves of developing fires for this drive type, it can be concluded with high probability that there is an actual fire or an impending fire.

If the vehicle enters the parking space and the parking process begins, a temperature profile that is characteristic of the drive type of the parked vehicle is recorded. This detection also establishes that a corresponding vehicle was parked in the parking lot. Therefore, depending on the evaluation, an occupancy of the parking space is signaled. The vehicle moves away from the

Parking lot, this can possibly also be recognized by the temperature profile and corresponding occupancy information can be output.

According to one embodiment, it is proposed that the output of the signal depends on the specific drive type. For example, it is conceivable that the signal is a fire pre-alarm if, for example, in the case of a battery-operated vehicle, a temperature increase or a temperature gradient is detected after a certain minimum period of time after the start of the parking process. This can indicate that the battery is heating up and that a fire may be imminent. With such a pre-alarm, measures can already be taken to prevent the fire.

According to one exemplary embodiment, it is proposed that a plurality of temperature sensors be assigned to the evaluation unit and the evaluation unit evaluate their temperature curves. In particular, at least one temperature sensor can be assigned exclusively to each parking space, and it can be stored in the evaluation unit which parking space is assigned to which temperature sensor. In this way, not only can a fire be detected, but it can also be spatially assigned to a parking space.

According to one exemplary embodiment, it is proposed that the evaluation unit activates an optical path marker depending on the evaluation. In a multi-storey car park or an underground car park, optical path markings can be provided for traffic flow controls. These are typically used to direct vehicles to vacant parking spaces. However, if there is a fire or a pre-alarm, for example if a battery is heating up, it can make sense to direct the fire brigade to the fire hazard or the fire site as quickly as possible. Since the position of the fire, in particular the parking lot of the burning car, is known through the evaluation, the evaluation unit can control the path marking in such a way that the fire brigade is guided directly to the seat of the fire.

According to one exemplary embodiment, it is proposed that as soon as a fire has been detected or, for example, a pre-alarm has been issued for a heated battery, the corresponding parking space is blocked for further vehicles and the blockage is indicated, for example, by means of the optical path marking. A parking deck or a spatial area around this parking space can also be blocked and the route marking can be controlled in such a way that no further vehicles are guided into this area.

Another aspect is an evaluation unit according to claim 11.

In the event of a signal, for example a pre-alarm or a fire alarm signal, safety measures can be initiated by the evaluation unit. It is thus possible, for example, to block the area of ​​the parking lot from which the signal was triggered in the event of a signal, for example to block a corresponding parking deck. Ventilation or a fire-fighting system can also be activated in this area. It is also possible for electrical installations that may be present, such as electrical charging stations, to be automatically deactivated in this area. Escape route markers can be activated to facilitate evacuation from the area. Since both the drive type and the position of the fire or fire hazard are known from the solution in question,

The object is explained in more detail below with reference to a drawing showing exemplary embodiments. Show in the drawing:

1 shows an actual parking space management system;

Figure 2 shows a temperature sensor in the floor of a parking lot;

3 path markings in a parking space;

4a-c temperature-time profiles;

Fig. 5a-c Temperatur-Ort Profile;

6a-c temperature-time profiles in a fire;

7 the evaluation of temperature curves.

1 shows a parking space 2 of a parking space management system with a plurality of parking spaces 2a, b, c and d. A temperature sensor 4a-d extending in the longitudinal direction can be arranged on the floor of each parking space 2a-d. Of the

Temperature sensor 4a-d can be a fiber optic cable, for example, in particular a fire alarm fiber optic cable. Using suitable control means (not shown), both a temporal temperature profile and a spatially resolved temperature profile can be recorded along temperature sensors 4a-d. The detected temperature curves are assigned to one of the parking spaces 2a-d and fed to an evaluation circuit 6. In the evaluation circuit 6 there is a comparison, as described below, of the detected temperature curves with stored temperature curves in order to send information about the occupancy of the parking space 2 to a fire alarm control panel 10 in a signal 8 .

The signal 8 can be a first signal 12, for example, which contains information 12a about a parking space 2a-d linked to information 12b about a drive type of a vehicle parked in the parking space 2a-d. However, a signal 12 can also be an alarm signal in which information 12a about a parking space and information 12c about a detected fire or an unusual temperature development in one of the parking spaces 2a-d together

for example, is also included with a drive type. The signal 8 is transmitted from the evaluation unit 6 to a fire alarm control panel 10 .

A temperature sensor 4a in the form of a fiber conductor can be embedded in a cover layer 14a, for example, as shown in FIG. This prevents the temperature sensor 4a from being damaged by vehicles running over it.

As shown in FIG. 3, the parking spaces 2a-d of the parking space 2 can be arranged next to one another and/or one above the other in different parking decks 2', 2", 2"" and 2"". Regarding the different parking decks 2'-2' "' Way markings 16 can point. The route markings 16 can also contain information signs 16a. The path markings 16 and the signs 16a can be controlled by the evaluation unit 6 and/or the fire alarm control panel 10, for example in the event of a fire to direct a fire brigade to the affected parking space 2a-d or access to a parking deck 2'-2''' to prevent a sign 16a for further vehicles.

As already explained, a temperature curve over time for a parked vehicle is characteristic of the type of drive of the vehicle.

4a shows an example of a temperature profile over time in a vehicle with an internal combustion engine. At time t0, the vehicle is turned off and the temperature rises rapidly because the engine is hot. The decrease in temperature is degressive, since the motor fan continues to run first and then cooling is by pure convection.

4b shows an example of a temperature profile of a battery electric vehicle. At time t0 the vehicle is parked and the vehicle is slightly warmed up, for example in the area of ​​the battery due to the high current flows. The cooling is usually linear and slower than in a combustion engine, as can be seen from the temperature curve.

4c shows an example of a temperature profile of a fuel cell vehicle. Here, the initial temperature at time t0 when the vehicle is parked is approximately the same as that of the battery electric vehicle shown in FIG. 4b, but the cooling is faster because the heat capacity of the battery is absent and thus less heat energy is stored.

Based on these three example temperature curves, it can be seen that the evaluation unit 6 can determine a drive type of a vehicle at the start of a parking process.

FIG. 5a shows an exemplary temperature profile over the longitudinal direction of a temperature sensor 4a-d of an internal combustion engine. It can be seen that, for example, in a front area, where the combustion engine is, there is an increased temperature, but the underbody is relatively cool and in the rear area the temperature is almost the same as the ambient temperature.

This is different in a battery-electric vehicle, whose spatial temperature profile is shown as an example in FIG. 5b. There, the underbody on which the battery is located is usually hotter than the front and rear of the vehicle.

Fig. 5c shows an exemplary spatial temperature profile of a.

fuel cell vehicle. An increased temperature is to be expected there due to the missing battery in the area of ​​the front of the vehicle, but the underbody and the rear will not have an increased temperature.

A drive type can also be determined on the basis of the spatial temperature curve according to FIGS. 5a-c.

6a-c show example temperature curves of the different drive types in the event of a fire.

6a shows that in the event of a fire in an internal combustion engine, the temperature rises linearly and rapidly.

In FIG. 6b, in which a fire in a battery electric vehicle is shown, it can be seen that, before the temperature rises sharply, the temperature initially rises slightly, which is caused, for example, by short circuits within the battery modules. At time t1, the internal temperature of the battery can be so great that a "tripping point" is reached and the battery starts to burn, whereupon a steep temperature rise is then to be expected.

6c shows an example of a temperature profile when a fuel cell vehicle catches fire. Up to time tl, at which time the fire occurs, no temperature increase can be measured. As soon as the fire starts, a very steep rise in temperature can be expected, possibly steeper than in the case of the internal combustion engine according to FIG. 6a.

The temperature profiles shown are purely exemplary and are only intended to illustrate that both a temporal and a spatial temperature distribution can provide information about a drive type on the one hand and about the danger or the presence of a fire on the other.

Various clusters 16a-c are provided in the evaluation unit 6. Different temperature profiles 18 are stored in each cluster 16a-c for a specific type of drive. A first temperature profile 18 can represent, for example, a temperature profile over time at the beginning of a parking process. Another temperature profile 18 can represent a spatial temperature profile at the beginning of a parking process. A further temperature profile 18 can represent a time course of a temperature profile in the event of a fire and finally a further temperature profile 18 can represent a spatial temperature course in the event of a fire. A sentence can be more characteristic for each of these temperature curves

Temperature profiles 18 be stored, so that one or more temperature profiles 18 are stored for each drive type for each case.

If a temperature profile 20a over time is now detected by the evaluation unit 6, this is compared with the temperature profiles 18 over time of the various clusters 16a-c. In this case, for example, a cross-correlation can be carried out and that temperature profile 18 which has the smallest deviation from the measured temperature profile 20a can be determined. From this, for example, the type of drive can be inferred.

If a second temperature profile 20b is measured later, for example later in time, this can be compared, for example, with temperature profiles 18 of clusters 16a-c, which indicate a fire. If the drive type is already known, a comparison can only be carried out with the temperature profiles 18 of the cluster 16a-c which is assigned to this drive type. If the deviation of the measured temperature profile 20b from the stored temperature profiles 18 is below a threshold value, a warning signal, a fire signal or the like, for example a signal 12 with the information 12a-c, can be output.

P a t e n t a n s p r ü c h e

1. Comprehensive parking management system,

a temperature sensor that can be installed on the floor of a parking space,

an evaluation unit connected to the temperature sensor,

characterized,

that the evaluation unit evaluates at least one temperature profile in the area of ​​the temperature sensor with the aid of the temperature sensor and outputs a signal depending on the temperature profile.

2. parking space management system according to claim 1,

characterized,

that the temperature sensor is an optical fiber line, in particular a glass fiber line, in particular that the fiber line is a glass fiber fire alarm cable, or that the temperature sensor is an electrical sensor.

3. parking space management system according to claim 1 or 2,

characterized,

that the temperature sensor can be integrated into the floor of the parking lot.

4. Parking space management system according to one of the preceding claims, characterized in that

that the evaluation unit compares a detected temperature curve with stored temperature curves and, depending on the comparison, determines a drive type of a vehicle parked in the parking lot.

5. Parking space management system according to one of the preceding claims, characterized in that

that the evaluation unit evaluates a first temperature curve over time and uses the evaluation to determine a drive type and then evaluates a second temperature curve over time depending on the specific drive type in order to output the fire alarm signal.

6. Parking space management system according to one of the preceding claims, characterized in that

that the evaluation unit signals an occupancy of the parking space depending on the evaluation.

7. Parking space management system according to one of the preceding claims, characterized in that

that the output of the signal depends on the specific drive type.

8. Parking space management system according to one of the preceding claims, characterized in that

that the evaluation unit evaluates a plurality of temperature sensors.

9. Parking space management system according to one of the preceding claims, characterized in that

that the evaluation unit drives an optical path marker depending on the evaluation, in particular that the evaluation unit drives an optical path marker that leads to the parking lot for which the signal was output, depending on the evaluation.

10. Parking space management system according to one of the preceding claims, characterized in that

that the evaluation unit, depending on the evaluation, blocks the parking lot for which the signal was issued using an optical path marker.

11. Evaluation unit for a parking space management system comprising,

at least one input set up for coupling to a temperature sensor arranged on the floor of a parking space,

characterized,

that the evaluation unit evaluates at least one temperature profile at the parking lot with the help of the temperature sensor and depending on that

Temperature curve outputs a signal.