Congestion degree forecasting system

【0001】

[Technical field to which the invention belongs]

The present invention is an invention relating to a congestion degree prediction system, and more specifically, an invention relating to a congestion degree prediction system that predicts the degree of congestion of people in a space.

【0002】

[Conventional technology]

Conventionally, as a system for detecting the degree of congestion of a person in a space (hereinafter referred to as a degree of congestion detection system), the state of the space is photographed with a camera, the image obtained by the photographing is analyzed, and the space is analyzed. There was a system for calculating the degree of congestion (see, for example, Patent Document 1).

【0003】

[Patent Document 1]

Japanese Unexamined Patent Publication No. 2001-34883 (paragraph numbers 0030 to 0048) [0004]

Such a congestion degree detection system may be used, for example, in an air conditioning control system at an airport. More specifically, the congestion degree detection system detects the congestion degree of the current airport terminal, and the air conditioner provided in the airport terminal is controlled based on the congestion degree of the current airport terminal. As a result, control of the air conditioner according to the degree of congestion in the airport terminal is realized.

【0005】

[Problems to be Solved by the Invention]

However, the congestion degree detection system only detects the current congestion degree. Therefore, the congestion degree detection system cannot detect the congestion degree in the future. As a result, for example, in the above-mentioned air conditioning control system, when the time lag from receiving the control instruction to the completion of the operation of the air conditioner is large, the degree of congestion in the airport terminal changes significantly during the time lag. There was a problem that accurate air conditioning control could not be performed.

【0006】

Therefore, an object of the present invention is to provide a congestion degree prediction system capable of predicting the congestion degree of future people in a space.

【0007】

Furthermore, another object of the present invention is to provide an air conditioning control system capable of more precise air conditioning control by predicting the degree of congestion of people in the space in the future.

【0008】

[Means for Solving Problems and Effects of Invention]

The first invention is a system for predicting the degree of congestion of people in a space, which stores a detection means for detecting the current degree of congestion in the space and historical information on the temporal transition of the past degree of congestion in the space. Congestion degree prediction that predicts the degree of congestion in the space after a predetermined time based on the degree history storage means, the current degree of congestion in the space detected by the detection means, and the history information stored in the degree of congestion history storage means. Provide means.

【0009】

According to the first invention, the degree of congestion in the space after a predetermined time is calculated based on the current degree of congestion in the space and the information on the temporal transition of the past degree of congestion in the space. This makes it possible to accurately predict the degree of congestion in the space.

【0010】

In the second invention, in the first invention, the history information is information obtained by averaging the temporal transition of the degree of congestion for one day in the space over a predetermined period, and the degree of congestion predicting means sets the current time. The amount of change in the degree of congestion of historical information from the current time measured by the time measuring means to the elapse of a predetermined time with respect to the current degree of congestion in the space detected by the detecting means, including the time measuring means to be measured. By adding or subtracting, the degree of congestion in the space after a predetermined time is predicted.

【0011】

According to the second invention, the degree of congestion in space after a predetermined time is calculated by a simple method of adding or subtracting the amount of change in the degree of congestion of history information from the current time to the elapse of a predetermined time. Therefore, the configuration for predicting the degree of congestion can be simplified. As a result, the congestion degree prediction system can be made inexpensive.

【0012】

In the third invention, in the second invention, the degree of congestion of historical information is increased or decreased according to a predetermined event schedule, and the change information storage means for storing the change in the time of the event schedule as change information. And, based on the change information stored in the change information storage means, the history information creation means for creating new history information by correcting the temporal transition of the congestion degree of the history information is further provided. The congestion degree predicting means is characterized in that, when the event schedule is changed, the congestion degree after a predetermined time in the space is predicted based on the new history information created by the history information creating means.

【0013】

In the fourth invention, in the third invention, the history information creating means changes the event schedule for the part corresponding to the part where the event schedule is changed in the temporal transition of the degree of congestion included in the history information. It is characterized in that new history information is created by making a correction that changes only the time.

【0014】

As the space of the inventions 3 and 4, for example, an airport terminal or a movie theater is assumed. In such places, it may not be possible to accurately predict the degree of congestion due to delays in the arrival and departure of airplanes. Therefore, in such a case, the congestion degree prediction system according to the third and fourth inventions stores the delay of arrival and departure of the airplane as change information, and predicts the congestion degree in consideration of the change information. There is. This makes it possible to accurately predict the degree of congestion even in a place where it is difficult to predict the degree of congestion as described above.

【0015】

A fifth invention is a system that detects the degree of congestion of people in a space and controls an air conditioner installed in the space based on the degree of congestion, and is a detection means for detecting the current degree of congestion in the space. The congestion degree history storage means for storing the historical information regarding the temporal change of the past congestion degree in the space, the current congestion degree in the space detected by the detection means, and the history information stored in the congestion degree history storage means. Based on the above, the congestion degree predicting means for predicting the degree of congestion in the space after a predetermined time, and the air conditioning control for controlling the output of the air conditioner based on the degree of congestion in the space predicted by the congestion degree predicting means after a predetermined time. Provide means.

【0016】

According to the fifth invention, since the output of the air conditioner is controlled based on the predicted degree of congestion, it is assumed that there is a time lag between the time when the air conditioner receives the control instruction and the time when the operation is completed. However, it is possible to realize precise air conditioning control in the space.

【0017】

In the sixth aspect of the invention, in the fifth aspect, the detecting means detects the degree of congestion in the space at predetermined time intervals, and the congestion degree predicting means detects the degree of congestion in the space after a predetermined time according to the detection of the degree of congestion in the detecting means. The air-conditioning control means controls the output of the air-conditioning apparatus according to the prediction of the congestion degree prediction means.

【0018】

According to the sixth invention, since the output of the air conditioner is controlled based on the predicted degree of congestion, it is assumed that there is a time lag between the time when the air conditioner receives the control instruction and the time when the operation is completed. However, it is possible to realize precise air conditioning control in the space.

【0019】

A seventh aspect of the present invention is the sixth aspect of the present invention, wherein the air conditioner has a delay time between receiving a control instruction from the air conditioner control means and being controlled to a desired output. It is characterized in that it has approximately the same length as the delay time.

【0020】

According to the seventh invention, the delay time and the predetermined time are the same. As a result, immediately after the air conditioner is controlled to the desired output, the air conditioner starts to be controlled to the next desired output based on the next congestion prediction. As a result, the air conditioner is always controlled toward the ideal output, and the air conditioner control close to the ideal state is realized.

【0021】

In the eighth invention, in the fifth invention, the air conditioning control means is stored by the output-related storage means for storing the relationship between the degree of congestion of people in the space and the output of the air conditioner, and the output-related storage means. The determination means is further provided with a determination means for determining the output of the air conditioner according to the degree of congestion predicted by the congestion degree prediction means by referring to the relationship between the degree of congestion of people in the space and the output of the air conditioner. It is characterized in that the output of the air conditioner is controlled to the output.

【0022】

According to the eighth invention, the output of the air conditioner is controlled based on the relationship between the degree of congestion of people in the space and the output of the air conditioner. Therefore, it is easy to determine the output of the air conditioner.

【0023】

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) Then, the congestion degree prediction system which concerns on the 1st Embodiment of this invention will be described below. The invention described below is an air conditioning control system to which the congestion degree prediction system according to the first embodiment of the present invention is applied.

【0024】

FIG. 1 is a block diagram showing the configuration of the air conditioning control system. The air conditioning control system is a system for controlling air conditioning in an airport terminal. Then, the air conditioning control system will be described below with reference to FIG.

【0025】

The airport terminal to which the air conditioning control system is applied is divided into a plurality of areas A to F. A camera 2, an air conditioner FAN3, and a motor damper device 4 are installed in each area. Further, the camera 2 and the motor damper device 4 provided in each area are connected to the congestion degree prediction device 1. The congestion degree prediction device 1 may be installed in each area, but in the present embodiment, it is assumed that one unit is present for the entire airport terminal.

【0026】

Camera 2 captures the state of each area. The congestion degree prediction device 1 analyzes the image taken by the camera 2 to calculate the congestion degree of the current area, and further, based on the actual congestion degree of the current area and the past congestion degree, in the future. Predict the degree of congestion. The air conditioner FAN3 is a device for taking in outside air into the airport terminal and operates at a constant output. The motor damper device 4 is a device for adjusting the opening degree of the shutter provided in the air conditioner FAN3, and adjusts the opening degree based on the prediction of the future degree of congestion predicted by the degree of congestion prediction device 1. By adjusting the opening degree of the shutter of the motor damper device 4, the amount of outside air taken into the airport terminal is adjusted.

【0027】

Here, the degree of congestion will be described. The degree of congestion is a value indicating how crowded the area is with people. Specifically, it is the population density in the area and the number of people existing in the area. In the present embodiment, the degree of congestion is expressed in 100-step values, where 100 is a state in which no more people can enter the area (that is, a full state) and 0 is a state in which there are no people in the area. ing.

【0028】

Next, the details of the congestion degree prediction device 1 will be described with reference to FIG. FIG. 2 is a block diagram showing the configurations of the congestion degree prediction system and the motor damper device 4 according to the present embodiment. The part corresponding to the congestion degree prediction system is the part surrounded by the dotted line in FIG.

【0029】

The congestion degree prediction device 1 includes a control unit 5 and an actual congestion degree storage unit 10. The control unit 5 is realized by, for example, a CPU, and includes a time measurement unit 20, a physical congestion degree calculation unit 25, and a prediction congestion degree calculation unit 30. The actual congestion degree storage unit 10 is realized by, for example, a hard disk, and stores the actual congestion degree graph shown in FIG. The motor damper device 4 is connected to the congestion degree prediction device 1 and includes a motor damper unit 35, a motor damper control unit 40, and a conversion table storage unit 45.

【0030】

Here, the actual congestion degree graph shown in FIG. 3 will be described. The actual congestion graph shown in Fig. 3 is a graph showing the average of the fluctuations in the daily congestion on Tuesday in Area C for the past year. The vertical axis shows the degree of congestion. The horizontal axis shows the time. The eight peaks indicate that passengers gathered and boarded the plane shortly before the time of boarding the plane. The actual congestion degree graph is prepared for each area for each day of the week, and is stored in the actual congestion degree storage unit 10. The actual congestion degree graph is an average for one year, but the period during which the average is taken is not limited to this.

【0031】

Next, the inside of the control unit 5 will be described in detail. The time measurement unit 20 measures the current time, issues a shooting instruction to the camera 2 at predetermined time intervals (in this embodiment, every 10 minutes as an example of the predetermined time), and at the same time, predictive congestion degree calculation unit 30. Notifies the current time to. The physical congestion degree calculation unit 25 analyzes the image data transmitted from the camera 2 and calculates the current congestion degree. The camera 2 and the physical congestion degree calculation unit 25 are realized by the invention described in Japanese Patent Application Laid-Open No. 2001-34883. The predicted congestion degree calculation unit 30 is based on the actual congestion degree indicating the current congestion degree output from the actual congestion degree calculation unit 25 and the actual congestion degree graph stored in the actual congestion degree storage unit 10. Predict the degree of congestion in the area after minutes.

【0032】

Next, the inside of the motor damper device 4 will be described in detail. The motor damper unit 35 is a device for adjusting the opening degree of the shutter provided in the air conditioner FAN3. The motor damper control unit 40 outputs a control signal for adjusting the opening degree of the motor damper unit 35 based on the predicted congestion degree output from the congestion degree prediction device 1 and the conversion table stored in the conversion table storage unit 45. Created and realized by, for example, DDC (Direct Digital Controller). The conversion table storage unit 45 stores the conversion table shown in FIG.

【0033】

Here, the conversion table shown in FIG. 4 is a table showing the relationship between the degree of congestion in the area and the opening degree of the motor damper unit 35 (hereinafter, referred to as MD opening degree) corresponding to the degree of congestion in the area. .. The MD opening degree is set in 10 steps, and the larger the number, the larger the opening degree of the motor damper portion 35.

【0034】

The operation of the air conditioning control system configured as described above will be described below. Each process shown in the present embodiment can be realized by software using a computer, or can be realized by using a dedicated hardware circuit that performs each of these processes.

【0035】

Then, the operation of the air conditioning control system according to the present embodiment will be described below with reference to the drawings. Here, FIG. 5 is a flowchart showing the operations performed by the control unit 5 and the motor damper control unit 40 when the air conditioning control system according to the present embodiment periodically performs air conditioning control.

【0036】

First, this process starts when the time measuring unit 20 starts measuring the current time (step S10). The time measurement unit 20 that has started the time measurement instructs the cameras 2 provided in each area to take a picture of the state of each area (step S20).

【0037】

Upon receiving the instruction from the time measurement unit 20, the camera 2 captures the state in the area, creates image data, attaches an identifier indicating which area the image is to the image data, and indicates the degree of physical congestion. Output to the calculation unit 25 (step S30). Hereinafter, the description of the camera 2 will be continued assuming that the camera 2 is a camera installed in the area C. In the present embodiment, today will be described as Tuesday.

【0038】

The physical congestion degree calculation unit 25 that has acquired the image data analyzes the acquired image data, calculates the congestion degree in the area C, and outputs the calculated congestion degree to the predicted congestion degree calculation unit 30 as the actual congestion degree. (Step S40). The process performed in step S40 is the process shown in Japanese Patent Application Laid-Open No. 2001-34883, and the details thereof will be omitted.

【0039】

Next, the predicted congestion degree calculation unit 30 predicts the congestion degree of area C after 10 minutes (step S50). The process shown in step S50 will be described in detail with reference to FIGS. 6 to 8. Here, FIG. 6 is a flowchart showing the operation performed by the predicted congestion degree calculation unit 30 when the predicted congestion degree is calculated in step S50. FIG. 7 is an enlarged view of the actual congestion degree graph of FIG. 3 from 8:00 to 10:00. FIG. 8 is a graph showing the process of determining the degree of actual congestion and the degree of predicted congestion. The vertical axis in FIG. 8 shows the degree of congestion. The horizontal axis in FIG. 8 indicates the time. The black circles in FIG. 8 indicate the degree of physical congestion at each time. The black square dots in FIG. 8 indicate the predicted congestion degree calculated by the predicted congestion degree calculation unit 30.

【0040】

First, the predicted congestion degree calculation unit 30 acquires the substance congestion degree from the substance congestion degree calculation unit 25 (step S100). Next, the predicted congestion degree calculation unit 30 acquires the current time from the time measurement unit 20 (step S110). The current time is 8:20. Therefore, the degree of physical congestion acquired in step S100 is 12, as shown in FIG.

【0041】

Next, the predicted congestion degree calculation unit 30 acquires the actual congestion degree graph on Tuesday in area C from the actual congestion degree storage unit 10. The predicted congestion degree calculation unit 30 calculates how much the congestion degree has changed between 8:20 and 8:30 on the actual congestion degree graph on Tuesday in Area C (step S120). In the present embodiment, the increase amount 7 in the section A of FIG. 7 corresponds to this.

【0042】

Next, the predicted congestion degree calculation unit 30 adds the increase amount between 8:20 and 8:30 of the actual congestion degree graph calculated in step S120 to the actual congestion degree calculated by the actual congestion degree calculation unit 25. Then, the expected degree of congestion at 8:30 is calculated (step S130). In the process of step S130, in FIG. 8, when the curve of section A is connected to the degree of physical congestion of the black circle point at 8:20, the black square point at the end point of section A is predicted to be 8:30. The degree of congestion. The predicted congestion level at 8:30 is 19. As a matter of course, when the degree of congestion is decreasing, the amount of decrease in the actual degree of congestion graph is subtracted from the actual degree of congestion.

【0043】

Next, the predicted congestion degree calculation unit 30 outputs the obtained predicted congestion degree to the motor damper control unit 40 (step S140). This completes the calculation of the predicted congestion degree, and this process proceeds to step S60 in FIG.

【0044】

The motor damper control unit 40 that has acquired the predicted congestion degree acquires the conversion table shown in FIG. 4 from the conversion table storage unit 45, and determines the MD opening degree based on the acquired predicted congestion degree (step S60). More specifically, the motor damper control unit 40 refers to the acquired value of the predicted congestion degree and determines the MD opening degree corresponding to the value in the conversion table. In this embodiment, the expected degree of congestion at 8:30 is about 19, so the MD opening degree is 2.

【0045】

Next, the motor damper control unit 40 creates an MD opening degree control signal and outputs it to the motor damper unit 35 (step S70). The MD opening degree control signal is a signal for controlling the opening degree of the motor damper unit 35, and includes information on the MD opening degree obtained in step S60. The motor damper unit 35 that has acquired the MD opening degree control signal adjusts the opening degree based on the acquired MD opening degree control signal. As a result, the opening degree of the motor damper portion 35 is adjusted to a desired opening degree.

【0046】

Next, the time measuring unit 20 confirms whether or not 10 minutes have passed since the last time the shooting instruction was issued (step S80). When 10 minutes have passed, this process proceeds to step S90. On the other hand, if 10 minutes have not passed, this process returns to step S80. In this case, step S80 will be repeated until 10 minutes have passed.

【0047】

When 10 minutes have passed, the time measuring unit 20 determines whether or not to end this process (step S90). The process is determined, for example, by whether or not the airport's business hours have ended. If it is determined to end, this process ends. On the other hand, if it is not determined to end, the present process returns to step S20. In this case, the processes up to steps S20 to 80 described above are repeated. This completes the description of the operation performed by the control unit 5 when the air conditioning control system according to the present embodiment periodically performs air conditioning control.

【0048】

Here, the following calculation method of the predicted congestion degree when the value of the actual congestion degree deviates from the value of the predicted congestion degree will be described with reference to FIG.

【0049】

As shown at 8:30 in Fig. 8, although the predicted congestion degree at 8:30 was calculated to be 19 at the stage of 8:20, the actual congestion was actually at 8:30. When the degree is calculated, the degree of physical congestion may have been 26. In such a case, the predicted congestion degree calculation unit 30 does not calculate the predicted congestion degree at 8:40 by adding the section B to the predicted congestion degree at 8:30, but actually at 8:30. The increase amount of the section B is added to the actual congestion degree calculated by the congestion degree calculation unit 25 to calculate the predicted congestion degree at 8:40. The reason why such a calculation is performed is that if the prediction is made based on the predicted congestion degree, there is a high possibility that the deviation from the actual congestion degree becomes larger. In other words, by adding the amount of change in the actual congestion degree to the actual congestion degree, it is possible to predict the congestion degree more accurately.

【0050】

Here, the timing at which the motor damper control unit 40 outputs the MD opening degree control signal to the motor damper unit 35 will be described with reference to FIG. FIG. 9 is a graph showing the relationship between the opening degree of the motor damper portion 35 and the time. The horizontal axis represents time. The vertical axis shows the opening degree of the motor damper portion 35. The straight line shown by the thick alternate long and short dash line is a straight line showing the opening degree of the ideal motor damper portion 35 with respect to the actual degree of congestion. The straight line shown by the thick dotted line is a straight line showing the opening degree of the motor damper portion 35 when the control method by the first pattern (hereinafter referred to as pattern 1) is performed. Further, the straight line shown by the thick solid line is a straight line showing the opening degree of the motor damper portion 35 when the control method by the second pattern (hereinafter referred to as pattern 2) is performed. Then, the control method of the pattern 1 and the control method of the pattern 2 will be described below with reference to FIG.

【0051】

First, the premise for explaining each control method will be described. First, t is the time when the motor damper control unit 40 created the MD opening control signal.₀Then, the opening degree of the motor damper portion 35 at that time is set to A.₁And. Then t₀The opening that the motor damper part 35 should take when 10 minutes have passed since₂And. Further, here, the time required from receiving the instruction to the completion of the operation of the motor damper unit 35 is set to 5 minutes as an example.

【0052】

First, the control method of pattern 1 will be described. The control method of pattern 1 is time t₀This is a control method in which the MD opening control signal is output to the motor damper 35 immediately after the motor damper control unit 40 creates the MD opening control signal. That is, the motor damper control unit 40 is set at time t.₀, The MD opening degree control signal is output to the motor damper unit 35. The opening degree of the motor damper unit 35 is adjusted based on the acquired MD opening degree control signal. As described above, it takes about 5 minutes to adjust the opening degree of the motor damper portion 35, so that the opening degree of the motor damper portion 35 is t.₀Desired opening A after +5 minutes₂To reach. After this, the motor damper section 35 sets its opening to A.₂Keep in. This allows t₀After 10 minutes from the above, the opening degree of the motor damper portion 35 is the desired A.₂It will be adjusted to. The control method of the pattern 1 has an advantage that a large amount of ventilation can be performed in advance because the opening degree of the motor damper portion 35 is adjusted early.

【0053】

Next, the control method of pattern 2 will be described. The control method of pattern 2 is time t₀This is a control method in which the MD opening control signal is output to the motor damper 35 5 minutes after the motor damper control unit 40 creates the MD opening control signal. That is, time t₀At +5 minutes, the motor damper control unit 40 outputs an MD opening control signal to the motor damper unit 35. The opening degree of the motor damper unit 35 is adjusted based on the acquired MD opening degree control signal. As described above, it takes about 5 minutes to adjust the opening degree of the motor damper portion 35, so that the opening degree of the motor damper portion 35 is t.₀Desired opening A after +10 minutes₂To reach. Since the control method of the pattern 2 is controlled so that the opening degree of the motor damper portion 35 is as small as possible, energy loss due to ventilation can be reduced.

【0054】

As described above, according to the air conditioning control system including the congestion degree prediction system according to the present embodiment, the congestion degree prediction device 1 predicts the congestion degree of the area after a predetermined time and is based on the predicted congestion degree. And control the air conditioning. Therefore, even if there is a time lag between the time when the congestion degree prediction device 1 issues an instruction and the time when the operation of the motor damper unit 35 is completed, precise air conditioning control can be performed according to the actual congestion degree in the area.

【0055】

In the air conditioning control system according to the present embodiment, the predicted congestion degree is calculated every 10 minutes, but the interval at which the predicted congestion degree is calculated is not limited to this. For example, the time required from receiving the instruction to the completion of the operation of the motor damper unit 35 may be synchronized with the interval at which the predicted congestion degree is calculated. In this case, if the motor damper control unit 40 acquires the predicted congestion degree and immediately outputs the MD opening control signal to the motor damper unit 35, it is possible to realize control close to the ideal MD opening degree in FIG. Become.

【0056】

In the present embodiment, the airport terminal is divided into six areas, but the number of the areas is not limited to this.

【0057】

In the present embodiment, it is assumed that the actual congestion degree storage unit 10 stores the actual congestion degree graph, but the data stored in the actual congestion degree storage unit 10 does not have to be in the form of a graph. .. The data stored in the actual congestion degree storage unit 10 may be a table or the like containing information equivalent to the actual congestion degree graph.

【0058】

The air conditioning control system according to the present embodiment is said to be installed at the airport terminal, but the place where the air conditioning control system is installed is not limited to this. The air conditioning control system may be installed in, for example, a movie theater or a hall.

【0059】

Here, in the air conditioning control system to which the congestion degree prediction system according to the first embodiment is applied, the predicted congestion degree is always calculated based on the actual congestion degree graph. Therefore, if the departure time of the airplane is delayed for some reason, there is a problem that the predicted congestion degree and the actual congestion degree are significantly different. Therefore, in the second embodiment described below, a congestion degree prediction system capable of calculating a predicted congestion degree close to the actual congestion degree is applied even when the departure time of the airplane fluctuates. The air-conditioning control system that has been used will be described.

【0060】

(Second Embodiment) Then, the air-conditioning control system to which the congestion degree prediction system according to the second embodiment of the present invention is applied will be described below with reference to the drawings.

【0061】

First, the overall configuration of the air conditioning control system according to the present embodiment is shown in FIG. 1 as in the first embodiment. However, in the first embodiment, the congestion degree prediction device is the congestion degree prediction device 1, but in the present embodiment, the congestion degree prediction device is the congestion degree prediction device 51.

【0062】

Next, the congestion degree prediction device 51 according to the present embodiment will be described with reference to the drawings. FIG. 10 is a block diagram showing the configurations of the congestion degree prediction device 51 and the motor damper device 4 according to the present embodiment. The part corresponding to the congestion degree prediction system is the part surrounded by the dotted line in FIG.

【0063】

The congestion degree prediction system according to the present embodiment corrects the actual congestion degree graph based on the flight information including the information of the fluctuation time indicating the delay of the departure time of the airplane, and the corrected actual congestion degree graph (hereinafter referred to as the congestion degree graph). Calculate the predicted congestion degree based on the corrected congestion degree graph). That is, unlike the congestion degree prediction system according to the first embodiment, the congestion degree prediction system according to the present embodiment can calculate the predicted congestion degree degree in consideration of the delay of the departure time of the airplane.

【0064】

Next, the details of the congestion degree prediction device 51 according to the present embodiment will be described. The congestion degree prediction device 51 according to the present embodiment includes an actual congestion degree storage unit 10, a control unit 55, a flight information storage unit 65, an input unit 70, and a correction congestion degree storage unit 75.

【0065】

The control unit 55 is realized by, for example, a CPU, and includes a time measurement unit 20, a physical congestion degree calculation unit 25, a prediction congestion degree calculation unit 30, and a correction congestion degree calculation unit 60. Since the control unit 55 is only a correction congestion degree calculation unit 60 added to the control unit 5 of the first embodiment, detailed description thereof will be omitted. The actual congestion degree storage unit 10 is realized by, for example, a hard disk, and stores the actual congestion degree graph shown in FIG.

【0066】

The input unit 70 is a device for the administrator of the system to input the departure time of the airplane and the fluctuation time indicating the delay of the departure time of the airplane. The flight information storage unit 65 stores the flight information table shown in FIG. In the flight storage table, the information input by the input unit 70 is recorded as flight information.

【0067】

Here, the flight information table shown in FIG. 11 will be described. In the flight information table, the flight number of the airplane departing on that day, the scheduled departure time of each airplane, and the fluctuation time of each airplane are associated with each other. The flight information table is updated to the latest state every time the administrator of the system inputs the departure time of the airplane and the fluctuation time of the airplane in the input unit 70.

【0068】

Here, the explanation of FIG. 10 is returned to again. The corrected congestion degree calculation unit 60 corrects the actual congestion degree graph shown in FIG. 3 based on the flight information stored in the flight information storage unit 65, and creates a corrected congestion degree graph. The correction congestion degree storage unit 75 is realized by, for example, a hard disk, and stores the correction congestion degree graph shown in FIG. 12 created by the correction congestion degree calculation unit 60.

【0069】

Here, the corrected congestion degree graph shown in FIG. 12 will be described. The corrected congestion degree graph shown in FIG. 12 is, for example, a graph when the departure of flight C departing at 11:10 is delayed by 30 minutes in area C on Tuesday. As shown in Fig. 12, the part that peaked at around 10:50 is translated to the right by 30 minutes. The reason why the graph is corrected in this way will be described. If the departure of the plane is delayed, the number of people entering the area will be slowed down. Therefore, the peak in the area is delayed by the same amount as the time when the plane was delayed. Therefore, in the present embodiment, a corrected congestion degree graph is created by translating a part of the graph by the delay time of the airplane.

【0070】

Since the motor damper device 4 is the same as that of the first embodiment, the description thereof will be omitted. The same reference numerals as those in FIG. 1 are attached to the same components as those in the first embodiment.

【0071】

The operation of the air conditioning control system configured as described above will be described below. Each process shown in the present embodiment can be realized by software using a computer, or can be realized by using a dedicated hardware circuit that performs each of these processes.

【0072】

First, in the air conditioning control system according to the present embodiment, the operation performed by the correction congestion degree calculation unit 60 when the correction congestion degree graph is created will be described with reference to the drawings. Here, FIG. 13 is a flowchart showing the operation performed by the correction congestion degree calculation unit 60 when the correction congestion degree graph is created.

【0073】

This process is started when the administrator of the system inputs the flight number, the scheduled departure time and the fluctuation time using the input unit 70. Here, it is assumed that information indicating that Flight C is delayed by 30 minutes from the scheduled departure time has been entered.

【0074】

The entered flight number, scheduled departure time and fluctuation time are output to the flight information storage unit 65, and the flight information table shown in FIG. 11 is updated to the latest state. Here, it is entered that the delay is 30 minutes in the variable time column of flight C.

【0075】

Next, the correction congestion degree calculation unit 60 acquires the flight information table updated to the latest state from the flight information storage unit 65 (step S200). Next, the correction congestion degree calculation unit 60 acquires the actual congestion degree graph of the area for which the correction congestion degree graph is to be created from the actual congestion degree storage unit 10 on today's day of the week from the actual congestion degree storage unit 10 (step). S210). In this embodiment, it is assumed that the acquired actual congestion degree graph is the actual congestion degree graph on Tuesday in area C shown in FIG.

【0076】

Next, the correction congestion degree calculation unit 60 confirms the updated flight in the acquired flight information table. Here, the correction congestion degree calculation unit 60 recognizes that the C flight departing at 11:10 was delayed by 30 minutes.

【0077】

The corrected congestion degree calculation unit 60 that has confirmed the flight whose flight information table has been updated detects the peak at the time closest to the updated flight time in the acquired actual congestion degree graph (step S220). In this embodiment, the scheduled departure time of the flight whose flight information table has been updated is 11:10, so the peak time closest to 11:10 in Fig. 3 is 10:50, which is the third flight from the left. The peak of the minute corresponds to this.

【0078】

Next, the correction congestion degree calculation unit 60 detects the valley bottoms existing on both sides of the detected peak (step S230). In this embodiment, the valley bottom existing at about 9:30 and the valley bottom existing at about 11:20 correspond to this.

【0079】

Next, the correction congestion degree calculation unit 60 translates the portion sandwiched between the detected valley bottoms to the right by the fluctuation time (step S240). In this embodiment, in FIG. 12, the mountain indicated by the dotted line moves in parallel to the right in the direction of the arrow as shown by 1 .

【0080】

Next, the correction congestion degree calculation unit 60 connects the valley bottom on the left side of the peak interrupted by the translation and the original valley bottom with a straight line (step S250). In this embodiment, in FIG. 12, the portion of (2) is connected by a straight line.

【0081】

Next, the correction congestion degree calculation unit 60 deletes the portion on the right side of the peak after translation, from the intersection with the original curve to the valley bottom on the right side of the peak (step S260). In this embodiment, in FIG. 12, the dotted line portion surrounded by the ellipse of (3) is removed. This completes a corrected congestion graph that takes into account the fact that the plane was delayed. After that, the correction congestion degree calculation unit 60 outputs the correction congestion degree graph created in the correction congestion degree storage unit 75. Then, the correction congestion degree graph stored in the correction congestion degree storage unit 75 is overwritten by the new correction congestion degree graph. The process is performed every time the administrator inputs information using the input unit 70.

【0082】

Then, the operation when the air-conditioning control system according to the present embodiment performs air-conditioning control will be described below with reference to the drawings. The operation when the air conditioning control system according to the present embodiment performs air conditioning control is basically shown in FIGS. 5 and 6 as in the first embodiment. Therefore, here, only the parts different from the first embodiment will be described, and the common parts will be omitted.

【0083】

First, steps S10 to S40 in FIG. 5 are the same as those in the first embodiment, and thus the description thereof will be omitted.

【0084】

Further, steps S100 and 110 in FIG. 6 are the same as those in the first embodiment, and thus the description thereof will be omitted.

【0085】

Next, the predicted congestion degree calculation unit 30 acquires the correction congestion degree graph from the correction congestion degree storage unit 75, and reads the amount of change in the congestion degree during 10 minutes from the current time of the acquired corrected congestion degree graph (step). S120). The processing is different in that, in the first embodiment, the actual congestion degree graph is used, whereas in the present embodiment, the corrected congestion degree graph is used.

【0086】

Next, the predicted congestion degree calculation unit 30 calculates the predicted congestion degree by adding the amount of change in the congestion degree obtained in step S120 to the actual congestion degree acquired in step S110 (step S130). As a result, the predicted degree of congestion in the present embodiment is required. Since steps S140 and steps S60 to 90 are the same as those in the first embodiment, description thereof will be omitted.

【0087】

As described above, according to the air conditioning control system to which the congestion degree prediction system according to the present embodiment is applied, the actual congestion degree graph is corrected based on the flight information including information such as the delay of the airplane, and the correction is made. The degree of congestion is predicted based on the actual degree of congestion graph. Therefore, even if the departure time of the airplane is delayed, it is possible to calculate the predicted congestion degree accurately. As a result, more precise air conditioning control becomes possible.

【0088】

In the present embodiment, the case where the scheduled departure time of the airplane is delayed has been described, but it is also possible to consider the case where the scheduled departure time is earlier.

【0089】

In the present embodiment, as a method of correcting the actual congestion degree graph, a method of translating a mountain portion sandwiched between valleys has been described, but the correction method of the actual congestion degree graph is limited to this. Absent. The correction method of the actual congestion degree graph may be, for example, a method of translating the peaks of the graph and the valley portion between the peaks, or another method.

【0090】

The flight information is input by the administrator through the input unit 70, but the method of acquiring the flight information is not limited to this. The flight information may be transmitted from another server, for example.

【0091】

Further, in the present embodiment, the fluctuation time is included in the flight information and input to the congestion degree prediction device 51, but the acquisition method of the information regarding the fluctuation time is not limited to this. For example, the scheduled departure time and the scheduled departure time in the case of delay may be input as flight information, and the congestion degree prediction device 51 may calculate the fluctuation time based on these.

【0092】

In the congestion degree prediction device 51 according to the present embodiment, the prediction congestion degree calculation unit 30 reads the correction congestion degree graph from the correction congestion degree storage unit 75 to predict the congestion degree. Here, when the actual congestion degree graph is not corrected, the predicted congestion degree calculation unit 30 predicts the congestion degree using the actual congestion degree graph. In this case, the actual congestion degree graph may be read from the actual congestion degree storage unit 10. Further, the actual congestion degree graph may be stored in the correction congestion degree storage unit 75 and read from the correction congestion degree storage unit 75. In this case, the operation performed by the prediction congestion degree calculation unit 30 is the same as that described in the first embodiment.

[Simple explanation of drawings]

FIG. 1 is a block diagram of an air conditioning control system according to a first embodiment of the present invention.

FIG. 2 is a block diagram of a congestion degree prediction system and a motor damper device according to the first embodiment of the present invention.

FIG. 3 is a diagram showing a performance congestion degree graph according to the first embodiment of the present invention.

FIG. 4 is a diagram showing a configuration of a conversion table according to a first embodiment of the present invention.

FIG. 5 is a flowchart showing an operation performed by the control unit 5 when the air conditioning control system according to the first embodiment of the present invention periodically performs air conditioning control.

FIG. 6 is a flowchart showing an operation performed by the predicted congestion degree calculation unit 30 when the predicted congestion degree is calculated in step S50 of FIG.

[Fig. 7] Fig. 7 is an enlarged view of the portion of the actual congestion degree graph of Fig. 3 from 8:00 to 10:00.

FIG. 8 is a graph showing a process in which the degree of physical congestion and the degree of predicted congestion are determined.

FIG. 9 is a graph showing the relationship between the opening degree of the motor damper portion 35 and time.

FIG. 10 is a block diagram showing a configuration of a congestion degree prediction system and a motor damper device according to a second embodiment of the present invention.

FIG. 11 is a diagram showing a configuration of a flight information table according to a second embodiment of the present invention.

FIG. 12 is a diagram showing a correction congestion degree graph created by the correction congestion degree calculation unit 60.

FIG. 13 is a flowchart showing an operation performed by the correction congestion degree calculation unit 60 when the correction congestion degree graph is created.

[Explanation of symbols]

1,51 Congestion degree prediction device 2 Camera 3 Air conditioner FAN4 Motor damper device 5,55 Control unit 10 Actual congestion degree storage unit 20 Time measurement unit 25 Actual congestion degree calculation unit 30 Prediction congestion degree calculation unit 35 Motor damper unit 40 Motor damper control unit 45 Conversion table storage unit 60 Corrected congestion degree calculation unit 65 Flight information storage unit 70 Input unit 75 Corrected congestion degree storage unit