JP2022045029A - Energy management device, energy management system, and energy management program - Google Patents

Abstract

To obtain an energy management device capable of suppressing an environmental load in an airport.SOLUTION: An energy management device 1 of the present disclosure includes: a residual power receiving unit 12 being an acquisition unit for acquiring a residual power of a storage battery mounted on an aircraft; and a plan creating unit 14 which creates, by using the residual power of a storage battery of the aircraft, a power usage plan being a usage plan of power in airport facility being facility of the airport.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to energy management devices, energy management systems and energy management programs that manage energy at airports.

In recent years, reduction of greenhouse gas emissions such as carbon dioxide has been promoted in various fields as a measure against global warming. Reduction of environmental load is also required for aircraft itself and airports.

In Patent Document 1, a passenger passenger vehicle, which is an example of airport equipment, is equipped with a solar cell, and when using an auxiliary machine, the electric power generated by the solar cell is used to supplement the vehicle without driving the engine. The technology for driving the machine is disclosed. As a result, in the technique of Patent Document 1, fuel consumption can be suppressed and environmental load can be suppressed.

Japanese Unexamined Patent Publication No. 2013-133066

In the future, it is expected that the electrification of commercial vehicles at airports will progress as a measure against global warming, and it is expected that the power consumption for charging commercial vehicles will increase. The technology described in Patent Document 1 can drive the auxiliary equipment with the electric power generated by the solar cell, but cannot supply the electric power required for running the electric vehicle, and the effect of reducing the environmental load is limited. It is a target. There is a need to further reduce the environmental burden at airports.

The present disclosure has been made in view of the above, and an object of the present disclosure is to obtain an energy management device capable of suppressing an environmental load at an airport.

In order to solve the above-mentioned problems and achieve the object, the energy management device according to the present disclosure is an acquisition unit that acquires the remaining amount of the storage battery mounted on the aircraft, and an airport facility using the remaining amount of the storage battery. It is equipped with a planning unit that creates a power usage plan, which is a power usage plan for a certain airport facility.

According to the present disclosure, there is an effect that the environmental load at the airport can be suppressed.

The figure which shows the structural example of the energy management system which concerns on Embodiment 1. A flowchart showing an example of an energy management processing procedure in the energy management device of the first embodiment. The figure which shows an example of the 1st remaining amount information of Embodiment 1. The figure which shows an example of the 2nd remaining amount information of Embodiment 1. The figure which shows an example of the vehicle position information of Embodiment 1. Schematic diagram showing an example of the remaining amount of the storage battery of the aircraft operated in the past of the first embodiment The figure which shows an example of the electric power utilization plan of Embodiment 1. The figure which shows typically an example of the position of each facility in the airport of Embodiment 1. The figure which shows an example of the vehicle operation plan of Embodiment 1. The figure which shows the configuration example of the computer system which realizes the energy management apparatus of Embodiment 1. The figure which shows the structural example of the energy management system which concerns on Embodiment 2. A flowchart showing an example of an energy management processing procedure at the time of a disaster in the energy management device of the second embodiment. The figure which shows an example of the electric power utilization plan at the time of a disaster of Embodiment 2.

Hereinafter, the energy management device, the energy management system, and the energy management program according to the embodiment will be described in detail based on the drawings.

Embodiment 1.
FIG. 1 is a diagram showing a configuration example of an energy management system according to the first embodiment. The energy management system of the present embodiment includes an energy management device 1 for managing the energy of the airport, and vehicles 2-1 to 2-n equipped with a storage battery and performing work at the airport. n is an integer of 2 or more.

In this embodiment, in order to reduce the environmental load, at least a part of the work vehicle used at the airport is electrified, and the aircraft itself is also electrified. Here, an electrified aircraft is a hybrid electric aircraft that flies using both aircraft fuel and electrical energy. As an example of the aircraft of this embodiment, there is a method called a series parallel partial hybrid, in which aircraft fuel is burned to obtain propulsive force, and the turbine is rotated by combustion to generate electricity, and the generated electric power is used to drive a motor. The propulsion fan is rotated by driving. Of the electric power generated by the aircraft, the surplus electric power not used by the motor is stored in the storage battery mounted on the aircraft. The electric power stored in the storage battery mounted on the aircraft may be used for the rotation of the propulsion fan and may be consumed by other electric devices in the aircraft. In the following, an example in which all aircraft departing from and arriving at the airport are hybrid electric aircraft will be described, but some of the aircraft arriving and departing at the airport may be hybrid electric aircraft. When some of the aircraft departing from and arriving at the airport are hybrid electric aircraft, the aircraft to be processed in the energy management process described later may be limited to the hybrid electric aircraft.

Vehicles 2-1 to 2-n are a part of airport equipment, that is, airport equipment, and are work vehicles used for work at the airport. Vehicles 2-1 to 2-n are ground support equipment called GSE (Ground Support Equipment), and are work vehicles that perform various tasks at the airport. Vehicles 2-1 to 2-n generally include a plurality of types of vehicles, such as a boarding bridge, a ramp bus, a towing car, a marshalling car, a cargo dolly, a heating / cooling vehicle, and a snow removal work vehicle. Vehicles 2-1 to 2-n are motorized vehicles, that is, electric vehicles or hybrid vehicles that use both electricity and fuel such as gasoline, and include a storage battery. Further, the vehicles 2-1 to 2-n have a communication function and transmit information indicating the remaining amount of the storage battery to the energy management device 1 as the second remaining amount information. The vehicles 2-1 to 2-n further have a position detection function for detecting their own current position, and transmit information indicating the current position to the energy management device 1 as vehicle position information. The position detection in the vehicles 2-1 to 2-n may be performed by using GPS (Global Positioning System) or may be another method. As another method, the airport is divided into a plurality of areas, a communication device is arranged in each area so that the communication range is within the area, and the vehicles 2-1 to 2-n receive the identifier of the communication device. An example is a method of detecting the current position in each area by detecting in which area the self is present. The position detection method in the vehicles 2-1 to 2-n is not limited to these examples. Hereinafter, when vehicles 2-1 to 2-n are shown without distinction, they are referred to as vehicle 2.

In the present embodiment, in order to further suppress the environmental load, a power utilization plan is created so as to charge the vehicle 2 using the electric power stored in the storage battery of the aircraft landing at the airport, and the vehicle 2 is charged according to the power utilization plan. Charge the storage battery. That is, the power utilization plan of the present embodiment includes a charging plan of discharging the storage battery of the aircraft to charge the vehicle 2. Specifically, the energy management device 1 creates a power utilization plan based on the remaining amount of the storage battery of the aircraft scheduled to land at the airport and the remaining amount of the storage battery of the vehicle 2. The power utilization plan includes a discharge plan of the storage battery of the aircraft landing at the airport and a charge plan of the storage battery of the vehicle 2. The energy management device 1 further creates an operation plan for the vehicle 2 using the power utilization plan.

The work vehicle at the airport may include a vehicle other than the vehicle 2, that is, a non-electric vehicle which is neither an electric vehicle nor a hybrid vehicle. The non-electric vehicle is not subject to the charging plan in the power usage plan created by the energy management device 1, but the operation plan may include the operation plan of the non-electric vehicle.

The energy management device 1 can communicate with the aviation management center 3 and the operation management system 4 that manage the flight of the aircraft, respectively. The aviation management center 3 is a system used for air traffic control and manages flight plans of aircraft. The operation management system 4 is a system for managing the operation of an aircraft, and manages data indicating the state of the aircraft. Further, the energy management device 1 can communicate with the vehicles 2-1 to 2-n, respectively.

The energy management device 1 includes a flight plan receiving unit 11, a remaining amount receiving unit 12, a remaining amount prediction unit 13, a planning creating unit 14, a vehicle communication unit 15, an input receiving unit 16, and a storage unit 17.

The flight plan receiving unit 11 receives the flight plan of the aircraft from the aviation management center 3, and stores the received flight plan in the storage unit 17. The flight plan receiving unit 11 periodically receives the flight plan of each flight managed by the aviation management center 3 by requesting the aviation management center 3 to acquire the flight plan on a regular basis. The flight plan receiving unit 11 requests the flight management center 3 to transmit the corresponding flight plan when the new flight plan is registered and when the flight plan is changed, so that the new flight plan can be transmitted. And may receive updated flight plans. Further, the flight plan receiving unit 11 may receive the flight plans of all the flights managed by the aviation management center 3, or may receive the flight plans of the flights arriving at the airport within a certain period of time. May be good. The fixed period is, for example, a period from the present time to X (X is a real number) time.

The remaining amount receiving unit 12 receives the first remaining amount information indicating the remaining amount of the storage battery mounted on the aircraft from the operation management system 4, and stores the received first remaining amount information in the storage unit 17. That is, the remaining amount receiving unit 12 is an acquisition unit that acquires the remaining amount of the storage battery mounted on the aircraft. Here, an example in which the energy management device 1 receives a flight plan from the aviation management center 3 via a communication line will be described, but the method of acquiring the flight plan in the energy management device 1 is not limited to this, and for example, aviation. Another device (not shown) may display the flight plan received from the management center 3, and the operator may manually input the displayed flight plan into the energy management device 1. Similarly, the method of acquiring the first remaining amount information in the energy management device 1 is not limited to the method of acquiring the first remaining amount information by the communication line, and the operator may manually input the information into the energy management device 1. In addition, the first remaining amount information includes the one received from the aircraft in flight and the one recorded in the recorder during flight and read out after landing. However, the first remaining amount information may not include the one received from the in-flight aircraft, but may be only the one recorded in the recorder during the flight and read out after landing.

The vehicle communication unit 15 communicates with each of the vehicles 2-1 to 2-n. The vehicle communication unit 15 receives the second remaining amount information indicating the remaining amount of the storage batteries of the vehicles 2-1 to 2-n, and stores the received second remaining amount information in the storage unit 17. Further, the vehicle communication unit 15 reads out the vehicle operation plan created by the plan creation unit 14 and stored in the storage unit 17, and transmits the vehicle operation plan to the vehicles 2-1 to 2-n.

The remaining amount prediction unit 13 predicts the remaining amount of the storage battery at the time of landing of the first aircraft, which is the aircraft scheduled to land at the airport. Specifically, the remaining amount prediction unit 13 reads out the first remaining amount information stored in the storage unit 17, and uses the read first remaining amount information to determine the remaining amount of the storage battery of the aircraft scheduled to land at the airport. Predict. For example, the remaining amount prediction unit 13 operates in the past when the first remaining amount information indicating the remaining amount of the storage battery acquired from the aircraft scheduled to land at the airport and the conditions such as the model and the number of passengers are similar to the flight of the aircraft. Based on the first remaining amount information of the flight, the remaining amount of the storage battery of the aircraft scheduled to land at the airport is predicted. The details of the prediction method in the remaining amount prediction unit 13 will be described later.

The planning unit 14 creates a power utilization plan for airport equipment using the remaining amount of the storage battery of the aircraft. Specifically, the plan creation unit 14 reads out the equipment information, the first remaining amount information, and the second remaining amount information stored in the storage unit 17, and the read information and the prediction predicted by the remaining amount prediction unit 13. An electric power utilization plan for the airport is created using the values and the created electric power utilization plan, and the created electric power utilization plan is stored in the storage unit 17. The equipment information is information on each equipment at the airport, for example, the type of each vehicle 2, the parking place at the airport, the position of the waiting place of the vehicle 2, the model of each aircraft, the capacity of the installed storage battery, and the like. Information, model for each flight, weight of cargo loaded, number of passengers, etc. The equipment information is input from the operator via the input reception unit 16 and stored in the storage unit 17. The parking place at the airport is also called an apron, for example, one of a plurality of fixed spots near the terminal building, or a parking place called an open spot away from the terminal building. Information such as the model, the weight of the loaded cargo, and the number of passengers for each flight may be stored in the storage unit 17 as flight information separately from the equipment information. Although the example in which the equipment information is input from the operator will be described here, the energy management device 1 may receive the equipment information from another device (not shown) via the communication line. The flight information may be received from the flight management center 3 or may be included in the flight plan stored in the storage unit 17. Further, the plan creation unit 14 reads out the electric power utilization plan stored in the storage unit 17, and creates and creates a vehicle operation plan for the vehicles 2-1 to 2-n using the read electric power utilization plan. The vehicle operation plan is stored in the storage unit 17.

The input receiving unit 16 receives the input from the operator and stores the input information in the storage unit 17. The storage unit 17 stores the flight plan, the first remaining amount information, the second remaining amount information, the vehicle position information, the equipment information, the electric power utilization plan, and the vehicle operation plan.

Next, the operation of this embodiment will be described. FIG. 2 is a flowchart showing an example of an energy management processing procedure in the energy management device 1 of the present embodiment. The energy management process shown in FIG. 2 is a process for creating a power utilization plan for energy management at an airport. In the example shown in FIG. 2, the energy management device 1 creates a vehicle operation plan in addition to the power utilization plan, but may create only the power utilization plan without creating the vehicle operation plan.

The energy management device 1 determines whether or not there is an aircraft before a certain time of landing (step S1). Specifically, the planning unit 14 refers to the flight plan stored in the storage unit 17 and determines whether or not there is an aircraft flight arriving after a certain period of time from the present time.

If there is no aircraft before a certain time of landing (step S1 No), the energy management device 1 repeats step S1. When there is an aircraft before a certain time of landing (step S1 Yes), the energy management device 1 acquires information indicating the remaining amount of the storage battery of the aircraft (first remaining amount information) (step S2). Specifically, when the planning unit 14 determines that there is an aircraft arriving after a certain period of time from the present time, it decides to start the creation of the power utilization plan, and the remaining amount receiving unit 12 starts the creation of the power utilization plan. , Notify the remaining amount prediction unit 13 and the vehicle communication unit 15. The flight corresponding to the aircraft arriving after a certain period of time from the present time is called the processed flight, and the aircraft corresponding to the processed flight is also called the processed aircraft. The remaining amount receiving unit 12 receives the first remaining amount information indicating the remaining amount of the aircraft to be processed, that is, the first remaining amount information during flight of the aircraft to be processed from the operation management system 4, and stores it in the storage unit 17. do. The first remaining amount information obtained from the aircraft in flight includes the flight number, which is the identification information of the flight, and the remaining amount of the storage battery and the corresponding time. Since the remaining amount is generally acquired as SOC (State Of Charge), the remaining amount is explained here as SOC, but if the SOC and the capacity of the storage battery are known, the stored amount of the storage battery can be obtained. can.

FIG. 3 is a diagram showing an example of the first remaining amount information of the present embodiment. In the example shown in FIG. 3, an example of the _first remaining amount information regarding the flight with the flight number A1 is shown, and the model and the loaded cargo are added to the _first remaining amount information obtained during the flight of the flight with the flight number A1. Additional information used for predicting the remaining amount of the storage battery, which will be described later, such as weight, number of passengers, and storage battery capacity is added. Here, it is assumed that the additional information is included in the equipment information, and the remaining amount receiving unit 12 stores the additional information corresponding to each flight in the storage unit 17 in the first remaining amount information received from the operation management system 4. It will be added by reading from the equipment information provided. Further, the additional information may include the aircraft identification information for identifying the aircraft aircraft. As described above, the number of passengers for each flight may be stored in the storage unit 17 separately from the equipment information as flight information. In this case, the remaining amount receiving unit 12 is stored in the storage unit 17. The corresponding additional information may be read out from the equipment information and the operation information and added. The total weight included in the flight plan may be used instead of the cargo weight and the number of passengers. Further, the additional information may not be added to the first remaining amount information, and when the additional information is not added, the additional information corresponding to the flight to be processed is stored in the storage unit 17 in the remaining amount prediction process described later. It is read from the equipment information stored in.

Returning to the description of FIG. Next, the energy management device 1 acquires information indicating the remaining amount of the storage battery of the vehicle 2 (second remaining amount information) and vehicle position information indicating the current position of the vehicle (step S3). Specifically, the vehicle communication unit 15 that has received the notification of the start of creating the power utilization plan requests the vehicles 2-1 to 2-n to acquire the second remaining amount information and the vehicle position information. The second remaining amount information and the vehicle position information are received from the vehicles 2-1 to 2-n and stored in the storage unit 17. Not limited to this, the vehicle communication unit 15 periodically receives the second remaining amount information and the vehicle position information from the vehicles 2-1 to 2-n regardless of the timing of starting the creation of the power utilization plan, and power is supplied. Upon receiving the notification of the start of creation of the usage plan, the second remaining amount information and the vehicle position information received may be stored in the storage unit 17.

FIG. 4 is a diagram showing an example of the second remaining amount information of the present embodiment. In FIG. 4, at time 9:30, the vehicle communication unit 15 requests the vehicles 2-1 to 2-n to acquire the second remaining amount information and the current position information, and in response, the vehicle communication unit 15 requests the vehicle 2-1. The second remaining amount information received from ~ 2-n is shown. The second remaining amount information acquired from each vehicle 2 includes information for identifying the vehicle 2 and the remaining amount of the storage battery of the vehicle 2. Further, in the example shown in FIG. 4, the type of each vehicle 2 is added to the second remaining amount information. The type of each vehicle 2 is included in the equipment information. In this way, the vehicle communication unit 15 stores the type of each vehicle 2, which is the information used when generating the electric power utilization plan described later, in the storage unit 17 based on the information for identifying the vehicle 2. It may be read from, added to the second remaining amount information, and stored in the storage unit 17. The type of each vehicle 2 does not have to be added to the second remaining amount information, and in this case, the type of each vehicle 2 is extracted from the equipment information when the power utilization plan described later is generated. Further, the second remaining amount information acquired from each vehicle may include the time when the remaining amount of the storage battery is detected.

FIG. 5 is a diagram showing an example of vehicle position information according to the present embodiment. In FIG. 5, at time 9:30, the vehicle communication unit 15 requests the vehicles 2-1 to 2-n to acquire the second remaining amount information and the current position information, and in response, the vehicle communication unit 15 requests the vehicle 2-1. The vehicle position information received from ~ 2-n is shown. The vehicle position information acquired from each vehicle 2 includes the identification information of the vehicle 2 and the current position of the vehicle 2.

Returning to the description of FIG. Next, the energy management device 1 predicts the remaining amount of the storage battery mounted on the aircraft at the time of arrival at the airport by using the first remaining amount information (step S4). Specifically, the remaining amount prediction unit 13 notified by the planning unit 14 of the start of creation of the power utilization plan stores the processing target flight, that is, the first remaining amount information of the aircraft before a certain time of landing in the storage unit 17. Then, using the first remaining amount information and the past first remaining amount information stored in the storage unit 17, the remaining amount of the storage battery mounted on the aircraft to be processed at the time of arrival at the airport is determined. Predict. The remaining amount prediction unit 13 outputs the predicted remaining amount to the plan creation unit 14.

As described above, the first remaining amount information includes not only the information corresponding to the aircraft in flight but also the first remaining amount information that has been operated in the past and recorded in the recorder. In the present embodiment, for example, the first remaining amount information of the flight to be processed and the first remaining amount information of the flights operated in the past whose conditions are similar to those of the flight to be processed are used to use the first remaining amount information of the flight to be processed. Predict the remaining battery level when the aircraft arrives at the airport. Examples of stools with similar conditions include stools with the same total weight or with a difference in total weight within a certain value. The remaining amount prediction unit 13 can calculate the total weight based on the model, the number of passengers, and the weight of the loaded cargo among the additional information added to the first remaining amount information. It is assumed that the weight of the aircraft for each model and the weight per passenger are predetermined and stored as equipment information in the storage unit 17. Further, as described above, the total weight included in the flight plan may be used instead of these. As a condition, not only the total weight but also at least one of the capacity of the storage battery mounted on the aircraft, the type of the storage battery, the model, and the route may be included. For example, a flight to which the flight to be processed and an aircraft of the same route and the same model are used and the difference in total weight is within a certain value may be used as a flight with similar conditions. In the following, the similarity will include the match. As shown in FIG. 3, when additional information such as the number of passengers is added to the first remaining amount information, the planning unit 14 uses these additional information to make a flight whose conditions are similar to those of the flight to be processed. The first remaining amount information of can be easily extracted.

FIG. 6 is a schematic diagram showing an example of the remaining amount of the storage battery of the aircraft operated in the past according to the present embodiment. In FIG. 6, the horizontal axis indicates time, and the vertical axis indicates the remaining amount of the storage battery of the aircraft. The plurality of data 51 indicated by the rectangles indicate the remaining amount of the storage battery of the aircraft of the flight # 1 operated in the past, and the plurality of data 52 indicated by the triangles are the storage batteries of the aircraft of the flight # 2 operated in the past. Indicates the remaining amount of. In FIG. 6, the reference numerals of 51 and 52 are shown one by one, but the quadrangle is one of the plurality of data 51, and the triangle is one of the plurality of data 52. The stools # 1 and stool # 2 are stools having similar conditions to the stools to be processed. As shown in FIG. 6, for example, the remaining amount prediction unit 13 uses the data 51 and the data 52, which are the remaining amounts of the storage batteries of the past flights whose conditions are similar to those of the flight to be processed, to show the remaining amount of the remaining amount over time. The quantity curve 53 is obtained. As the method for calculating the remaining amount curve 53, any method including regression analysis can be used.

As shown in FIG. 6, in general, the change in the remaining amount of the storage battery may differ from flight to flight due to the influence of power generation in the aircraft during steady flight, but the effect of charging is affected from a certain time before landing. It is expected that the remaining amount of the storage battery will decrease almost linearly. Therefore, it is possible to obtain the remaining amount of the storage battery of the aircraft that will land at the airport after a certain period of time based on the change in the remaining amount of flights with similar past conditions. During steady flight, for example, assuming that the remaining amount included in the first remaining amount information acquired from the aircraft to be processed a certain time before landing is the data 54, the remaining amount curve 53 is in the vertical direction until it matches the data 54. By moving in parallel, the prediction curve 55 of the remaining amount of the storage battery of the aircraft to be processed after the time corresponding to the data 54 is obtained. Since it is only necessary to predict the remaining amount of the storage battery when arriving at the airport, when the remaining amount curve 53 is moved in parallel in the vertical axis direction to obtain the predicted curve 55, a certain time before landing on the remaining amount curve 53 When the remaining amount is _R1 , the remaining amount corresponding to the landing time on the remaining amount curve 53 is _R2 , and the remaining amount corresponding to the data 54 (the remaining amount before a certain time from landing) is R3 _, the remaining amount. The quantity prediction unit 13 obtains the remaining amount of the storage battery at the time of landing of the aircraft to be processed by R _3- (R ₂ -R ₁ ).

Further, in the above example, the remaining amount curve 53 obtained from the past first remaining amount information of the stool whose conditions are similar to the processing target is used, but this remaining amount curve 53 is corrected by using the total weight. You may use it. For example, when the average value of the total weights of the plurality of flights used when using the remaining amount curve 53 is M1 and the total weight of the aircraft to be processed is _M2 , the _remaining amount prediction unit 13 is the processing target. The remaining amount of the storage battery at the time of landing of the aircraft may be obtained by R _3- (R ₂ -R ₁ ) × (M ₂ / M ₁ ).

As described above, the remaining amount prediction unit 13 relates to the aircraft to be processed, which is the first aircraft scheduled to land, and the past flight of the first aircraft operated in the past or the second aircraft, which is an aircraft other than the first aircraft. Based on the information indicating the remaining amount of the storage battery acquired in step 2 and the corresponding time, and the information indicating the remaining amount of the storage battery acquired from the first aircraft in flight, the remaining amount of the storage battery at the time of landing of the first aircraft Predict.

The method of predicting the remaining amount of the storage battery at the time of landing of the aircraft to be processed is not limited to the above-mentioned example. For example, a neural network, etc., using a data set that inputs the remaining amount of storage battery, model, total weight, etc. of flights operated in the past before a certain period of landing and outputs the remaining amount of storage battery at the time of landing as teacher data. A machine learning model may be generated using the machine learning of the above and stored in the storage unit 17. Then, the remaining amount prediction unit 13 predicts the remaining amount of the storage battery at the time of landing by inputting the remaining amount of the storage battery, the model, and the total weight of the aircraft to be processed before the landing fixed time into this machine learning model. You may.

Further, in the above-mentioned example, the first remaining amount information a certain time before the landing of the aircraft to be processed was used to predict the remaining amount of the storage battery at the time of landing of the aircraft to be processed. Instead of using the amount, the remaining amount of the storage battery at the time of landing of the aircraft to be processed may be predicted from the first remaining amount information of the flights operated in the past. For example, the remaining amount prediction unit 13 uses the first storage battery information of the flight that has similar conditions to the aircraft to be processed among the first storage battery information of the flights operated in the past stored in the storage unit 17. The average value, the median value, etc. of the remaining amount of the storage battery at the time of landing of the flight whose conditions are similar to those of the aircraft to be processed may be obtained, and the obtained value may be used as the predicted value of the remaining amount of the storage battery at the time of landing of the aircraft to be processed.

Returning to the description of FIG. Next, the energy management device 1 creates a power utilization plan using the predicted remaining amount, the second remaining amount information, and the current position of the vehicle (step S5). Specifically, the planning unit 14 calculates the power utilization plan based on the predicted remaining amount received from the remaining amount prediction unit 13 and the second remaining amount information and the vehicle position information stored in the storage unit 17. The created and created power utilization plan is stored in the storage unit 17.

In the present embodiment, a power utilization plan is created so that at least a part of the vehicle 2 that performs the work related to the landed aircraft charges the storage battery with the power obtained by discharging the storage battery of the aircraft. As a result, the commercial power sold for charging the vehicle 2 can be reduced, and the environmental load can be suppressed. It should be noted that charging the storage battery of the vehicle 2 is also described below as charging the vehicle 2.

Further, since the vehicle 2 that performs work related to the landed aircraft is generally arranged in the vicinity of the aircraft, the vehicle 2 is charged by charging the vehicle 2 using the electric power stored in the storage battery of the aircraft. Unnecessary movement can be suppressed, and power consumption of the vehicle 2 can be suppressed. That is, in the present embodiment, the vehicle to be charged, which is the vehicle 2 that discharges and charges the storage battery of the aircraft, is selected from the vehicles 2 used in the work related to the landing of the aircraft, so that the vehicle 2 is useless. Movement can be suppressed. In addition, in general, an aircraft is operated so that the remaining amount of the storage battery remains to some extent at the time of landing in order to provide redundancy in case of an unexpected situation. Therefore, the remaining amount left to provide redundancy often lands without being used, and these remaining amounts are wasted. In the present embodiment, since the power utilization plan is created so as to predict the remaining amount of the storage battery of the aircraft at the time of landing, discharge the storage battery of the aircraft, and charge the vehicle 2, the power stored in the storage battery of the aircraft. Can be effectively utilized.

FIG. 7 is a diagram showing an example of the electric power utilization plan of the present embodiment. As shown in FIG. 7, in the electric energy utilization plan, the amount of electric power that can be discharged from the storage battery at the time of landing of the aircraft and the amount of charge for charging the storage battery of the vehicle 2 used in the work related to the landing of the aircraft are determined for each flight. include. The amount of electric power that can be discharged is calculated based on the predicted value of the remaining amount of SOC, the capacity of the storage battery, and the lower limit value in operation of SOC. For example, the amount of power that can be discharged is calculated by multiplying the value obtained by subtracting the lower limit of SOC from the predicted value of the remaining amount by the capacity of the storage battery.

The power plan in step S5 is created, for example, by the following procedure. The planning unit 14 reads out the parking place where the aircraft to be processed lands from the flight plan stored in the storage unit 17. Next, the planning unit 14 is necessary for the landing work of the aircraft to be processed from the equipment information stored in the storage unit 17 by using the read spot and the information such as the model of the aircraft to be processed. The number of vehicles 2 is acquired for each type of vehicle 2. In the equipment information, for example, the number of vehicles 2 required for landing work is stored for each type of vehicle 2 for each model and parking place.

The planning unit 14 includes the number of vehicles 2 for each type of vehicle 2, the second remaining amount information indicating the remaining amount of the storage battery of each vehicle 2, the position information indicating the current position of each vehicle, and the parking of the aircraft. The vehicle 2 to be charged by discharging the storage battery of the aircraft to be processed is selected by using the location. At this time, if the vehicle operation plan described later is already stored in the storage unit 17, the plan creation unit 14 refers to the vehicle operation plan and performs the work related to the landing of the aircraft to be processed. , The vehicle 2 scheduled to be operated for work related to another aircraft is excluded from the vehicle 2 to be charged.

For example, when one boarding bridge is required for the landing work of the aircraft to be processed, the distance from the parking place of the aircraft among the remaining amount of the storage battery of the vehicle 2 whose type of vehicle 2 is the boarding bridge is a constant value. Vehicle 2 within is extracted. Then, the planning unit 14 selects the vehicle 2 having the least remaining amount among the extracted vehicles 2 as the vehicle 2 to be charged from the aircraft. In this way, the planning unit 14 can suppress the moving distance of the vehicle 2 by selecting the vehicle 2 to be charged based on the current position of the vehicle 2 and the parking place of the aircraft. Alternatively, considering the capacity of the storage battery of the vehicle 2, the fully charged capacity and the current storage capacity of the vehicle 2 whose type of vehicle 2 whose distance from the aircraft parking place is within a certain value is a boarding bridge The vehicle 2 having the largest difference between the two may be selected as the vehicle 2 to be charged. In this example, the case where the number of vehicles 2 required for the landing work for each type of vehicle 2 is one has been described, but when a plurality of vehicles 2 are required, the parking place of the aircraft is similarly described. A plurality of vehicles 2 may be selected as charging targets in ascending order of remaining amount or in order of largest difference between the fully charged capacity and the current storage amount. If the remaining amount of the storage battery of the vehicle 2 is too low, it may not be possible to reach the parking place of the aircraft. Therefore, after removing the vehicle 2 that cannot reach the parking place of the aircraft in advance, the above charging is performed. The target vehicle 2 may be selected.

Further, here, an example of selecting a vehicle 2 to be charged in consideration of the remaining amount of the storage battery from among the vehicles 2 whose distance from the aircraft to the parking place is within a certain value has been described. The selection method of the vehicle 2 is not limited to this example. For example, the plan creation unit 14 may select the vehicle 2 to be charged by weighting and adding the distance to the parking place and the reciprocal of the remaining amount, and using the result of the weighting and addition. Similarly, the vehicle 2 to be charged may be selected by weighting and adding the distance to the parking place and the difference between the fully charged capacity and the current storage amount, and using the weighted addition result. That is, the planning unit 14 may preferentially select the vehicle 2 having a short distance from the parking place of the aircraft as the vehicle 2 to be charged while considering the remaining amount of the storage battery of the vehicle 2. Further, here, the vehicle 2 to be charged is selected using the current position of the vehicle 2, but the present invention is not limited to this, and the current position of the vehicle 2 is not used, that is, regardless of the distance between the parking place and the vehicle 2. The vehicle 2 to be charged may be selected in ascending order of the remaining amount of the storage battery of the vehicle 2 or in the order of the largest difference between the fully charged capacity and the current storage amount.

In the planning unit 14, the number of vehicles 2 to be charged is equal to or less than the number of charging ports of the aircraft charger / discharger, which is a charger / discharger that discharges the storage battery of the aircraft to be processed and charges the vehicle 2. In this case, the chargeable electric energy, which is the electric energy to be charged by the vehicle 2 to be charged, is calculated and included in the electric energy utilization plan. For example, for each vehicle 2, based on the charging power of the storage battery of the vehicle 2 and the parking time between the arrival of the aircraft to be processed at the parking location and the movement of the aircraft to the next location. By multiplying the charging time equal to or less than the parking time and the charging power, the charging power amount of the vehicle 2 to be charged is calculated. The charging power of each vehicle 2 is included in the equipment plan, and the planning unit 14 acquires the charging power of the vehicle 2 to be charged from the equipment plan stored in the storage unit 17. The charging time can be, for example, the working time for each vehicle 2 in the work of the aircraft to be processed. For example, the planning unit 14 of the vehicle 2 has a working time in which the vehicle 2 works in the vicinity of the aircraft for each vehicle 2 based on the weight of the loaded cargo of the aircraft to be processed, the number of passengers, and the like for each type of the vehicle 2. Is calculated.

The planning unit 14 calculates the charge amount until the vehicle 2 is fully charged in a time shorter than the charging time. In the example shown in FIG. 7, when flight A1 whose flight _number is flight _number A1 is scheduled to land at 10:05, the electric power stored in the storage battery of the _aircraft of flight A1 is used to vehicle 2-2,2. It indicates that -3 is planned to be charged. The planning unit 14 sets the charge power amount of each vehicle 2 so that the total charge power amount of the vehicle 2 to be charged is equal to or less than the power amount that can be discharged from the storage battery of the aircraft to be processed within the parking time. decide. The aircraft charger / discharger may be installed in the aircraft or at the airport.

In the above example, the working time of each vehicle 2 is set as the charging time, but the power utilization plan may be created by using the parking time when the aircraft to be processed is parked as the charging time. In this case as well, the plan creation unit 14 calculates the charge amount until the vehicle is fully charged in a time shorter than the parking time.

Further, the planning unit 14 may determine the vehicle 2 to be charged by using the charging power amount calculated based on the working time and the charging power. Alternatively, the vehicle 2 to be charged may be determined based on the working time. For example, the vehicle 2 having a long working time may be preferentially selected as a charging target, or the vehicle having a large amount of charging power may be preferentially selected as a charging target.

Further, when the number of vehicles 2 to be charged is larger than the number of charging ports of the aircraft charger / discharger, the planning unit 14 determines the charging priority according to the type of vehicle in advance, and sets the priority. The low vehicle 2 may be excluded from the charging target, or the vehicle 2 may be planned to be charged in a larger number than the number of charging ports by charging in a time division.

Returning to the description of FIG. Next, the energy management device 1 creates a vehicle operation plan using the power utilization plan and the equipment information (step S6), and ends the process. Specifically, the plan creation unit 14 creates a vehicle operation plan based on the power utilization plan and equipment information stored in the storage unit 17, and stores the created vehicle operation plan in the storage unit 17.

The vehicle operation plan is information indicating which flight each vehicle 2 is operated by. At the airport, each vehicle 2 has a time zone in which it is waiting at a waiting place, that is, a time zone in which it is not operated, and a time zone in which it is operated in a place where an aircraft is parked.

FIG. 8 is a diagram schematically showing an example of the position of each facility in the airport of the present embodiment. In the example shown in FIG. 8, the airport is provided with spots 5-1 to 5-5, which are fixed parking places for aircraft, and waiting places 6-1 and 6-2, where the vehicle 2 stands by. There is. Aircraft landing at the airport are assigned one of the spots 5-1 to 5-5 or the spots 5-1 to 5-5 called open spots as parking places. When the aircraft to be processed is parked at spots 5-1 to 5-5 or an open spot, the vehicle 2 selected as the charging target in step S5 described above is the aircraft of the aircraft while performing work on the aircraft. Charging is performed with the power stored in the storage battery.

FIG. 9 is a diagram showing an example of a vehicle operation plan of the present embodiment. As shown in FIG. 9, the vehicle operation plan includes information indicating whether or not the vehicle 2 is operated at each time and a work place when the vehicle is operated. In addition, in FIG. 9, it is shown that the time zone in which the spot 5-1 or the like as a work place is shown is operated, and the number of the waiting place is also shown for the time zone in which the operation is not performed. The vehicle operation plan is not limited to this, and may include only the time zone operated for each vehicle 2 and the corresponding work place.

In the present embodiment, a power utilization plan is created on the premise that the vehicle 2 to be charged, which is charged by the electric power stored in the storage battery of the aircraft to be processed, is operated as the vehicle 2 to perform the work related to the aircraft. ing. Therefore, the vehicle operation plan is created so that the vehicle 2 selected as the charging target in the above-mentioned power utilization plan is operated by the work of the aircraft to be processed. The vehicle operation plan may include not only the vehicle operation plan of the vehicle 2 that performs the work related to the aircraft to be processed but also the vehicle operation plans of all the vehicles 2. In the initial state, in the vehicle operation plan, all the vehicles 2 are in the non-operation state, and the waiting place of each vehicle is designated. When the vehicle 2 for performing the work related to the aircraft to be processed is determined, the vehicle operation plan will be updated. Further, the vehicle operation plan may include a vehicle operation plan for a non-electric vehicle other than the vehicle 2. When a non-electric vehicle and a vehicle 2 which is an electric vehicle coexist, the vehicle 2 is preferentially used, but when the number of the non-electric vehicle 2 alone is insufficient, the non-electric vehicle should also be used in the vehicle operation plan. A plan may be created. Further, the plan creation unit 14 may also use a non-electric vehicle when the remaining amount of the storage battery of the aircraft to be processed is low at the time of creating the power utilization plan described above.

In the example shown in FIG. 9, vehicle 2-2 and vehicle 2-3 are selected as charging targets for the _aircraft of Flight A1, as shown in the power utilization plan shown in FIG. Therefore, in the vehicle operation plan, the vehicle 2-2 and the vehicle 2-3 are planned to be operated by the work of the _aircraft of flight A1. Vehicle _2-1 will not be operated in the work of Aircraft A1. In this way, the plan creation unit 14 creates a vehicle operation plan based on the electric power utilization plan. Further, the planning unit 14 may specify a waiting place for the vehicle 2 that is not in operation. In this case, the planning unit 14 designates the waiting place based on the current position of the vehicle 2.

For example, when the energy management device 1 acquires the current position of each vehicle 2 in step S3, as shown in FIG. 8, the vehicle 2-1 exists in the waiting place 6-2, and the vehicle 2-2,2- It is assumed that 3 exists in the waiting place 6-1. In the power utilization plan, if vehicle 2-1 is not selected as a charging target for the _aircraft of flight A1, which is the aircraft to be processed, the planning unit 14 does not move vehicle 2-1 from the current position. Make it stand by at the waiting place 6-2. The positions of the waiting places 6-1 and 6-2 are included in the equipment information, and the planning unit 14 determines which waiting place the vehicle 2 is located based on the equipment information and the local position of the vehicle 2. Can be asked. Here, it is assumed that the _aircraft of Flight A1 is parked at Spot 5-1 and the vehicles 2-2, 2-3 are the parking places of the _aircraft of Flight A1, which is the aircraft to be processed. It exists in the waiting place 6-1 near 1. For this reason, it has been selected as a charging target for the _aircraft of Flight A1, and it is planned to be operated by the work of the _aircraft of Flight A1 in the vehicle operation plan.

By the process described above, the electric power utilization plan and the vehicle operation plan of the vehicle 2 are created. The vehicle communication unit 15 reads out the portion of the power utilization plan and the vehicle operation plan corresponding to each vehicle 2 from the storage unit 17 and transmits the portion to each vehicle 2. As a result, each vehicle 2 is charged and operated based on the received information. Each vehicle 2 has, for example, display means such as a display and a monitor, and the display means displays the power utilization plan and the vehicle operation plan corresponding to the vehicle 2 to the operator of the vehicle 2. In the case of the self-driving vehicle 2, the vehicle 2 may move based on these plans.

The processing procedure shown in FIG. 2 is an example. For example, steps S2 and S3 may be performed in parallel, or the order of steps S2 and S3 may be reversed. As described above, the processing may be performed so as to obtain the same result as the processing shown in FIG. 2, and the specific processing is not limited to the example shown in FIG.

The process shown in FIG. 2 is a process for one aircraft before a certain time before landing, but the energy management device 1 repeats this process to perform the same process for the aircraft scheduled to land next. As a result, the vehicle 2 to be charged from each aircraft is sequentially determined. In the example shown in FIG. 7, an example of the power utilization plan after each of the above-mentioned treatments is performed for the aircraft of the _three flights A1, _{A2 ,} and A3 is shown. Similarly, FIG. 9 shows a vehicle utilization plan after each of the above-mentioned treatments is performed for the aircraft of the _three flights A1, _{A2 ,} and A3. The illustration of the vehicle ₂ corresponding to the A3 flight is omitted. As shown in FIGS. 7 and 9, vehicles _2-3 are operated on flight A1 and then _on flight A3. It is said that the _aircraft of Flight A1 will be parked at Spot 5-1 and the aircraft of Flight _A3 will be parked at Spot 5-5. In FIG. 8, the moving path of the vehicle 2-2 is shown by a broken line, and the moving path of the vehicle 2-3 is shown by a long-dotted line. Power consumption can be suppressed by creating a power utilization plan and a vehicle operation plan so that such a movement route is as short as possible.

Further, in the above-mentioned example, the above processing is performed for each aircraft before a certain time of landing, but a power utilization plan and a vehicle operation plan may be formulated at once for a plurality of aircraft scheduled to land within a certain period. For example, when the fixed time is T and the current time is t, and there are a plurality of flights arriving between the time t + T and the time t + T + ΔT, the energy management device 1 considers these a plurality of aircraft at once. Create a power utilization plan. For example, in step S2, the first remaining amount information is acquired for the aircraft of flight A1 and the _aircraft of flight _A2 described above for these plurality of aircraft, and in step S4 described above, the aircraft of flight A1 and the _aircraft of flight _A2 are acquired. Predict the remaining battery level for each aircraft.

At this time, the time from the present time to landing differs between the aircraft of flight A1 and the _aircraft of flight _A2 , but the remaining amount can be predicted in the same manner by using the remaining amount curve 53. .. In the case of performing the processing for unifying the time before landing, the prediction processing may be performed after waiting until the first remaining amount information before a certain time from landing is obtained for the flight with a slow landing. At the time of creating the power utilization plan, the vehicle 2 to be charged from each aircraft is selected so as to reduce the power consumption on the premise that the storage batteries of the plurality of aircraft are discharged. For example, when selecting the vehicle 2 to be charged, the vehicle 2 to be charged of each aircraft is selected so that the movement of the vehicle 2 is reduced based on the current position of the vehicle 2 and the parking place of the aircraft. ..

Further, when the process shown in FIG. 2 is performed for each aircraft and the power utilization plan for the aircraft to land later is created, the power utilization plan for the aircraft that has already been created may be modified. For example, the power utilization plan and the vehicle operation plan are created by performing the processing shown in FIG. 2 for the _aircraft of flight A1. After that, the processing shown in FIG. 2 is carried out in the same manner for the aircraft of Flight _A2 . In the above example, the vehicle ₂ operated by the work of the _aircraft of flight A1 is excluded from the charging target during the time zone when the aircraft of flight A2 is parked, but in the preparation of the power consumption plan in step S5. , If the overall power consumption is lower when the charging plan of the _aircraft of flight A1 is changed, even if the vehicle ₂ planned to be operated by the work of the aircraft of flight A1 is included in the charging target. good.

For example, it is better to set the vehicle 2 scheduled to be operated in the work of the _aircraft of flight A1 as the target of charging the aircraft of flight A2, and the other vehicle ₂ that is not operated as the target of charging the _aircraft of flight A1. Overall power consumption may be reduced. In this case, the planning unit 14 creates a power utilization plan corresponding to the aircraft of flight _A2 by setting the vehicle ₂ scheduled to be operated in the work of the aircraft of flight A1 as the charging target of the aircraft of flight _A2 , and does not operate it. Update the power utilization plan for the _aircraft of Flight A1 that has been created so that another vehicle 2 that is said to be the target of charging the _aircraft of Flight A1. Along with this, the vehicle operation plan for the _aircraft of Flight A1 that has been prepared will be updated.

Further, in the above-mentioned example, the electric power utilization plan includes a charging plan of the vehicle 2 by the electric power for discharging the storage battery of the aircraft, but further, charging of the vehicle 2 using the charger provided at the airport. The plan may also be included. Depending on the remaining amount of the storage battery of the aircraft, not all of the vehicle 2 used for the landing work can be charged. Therefore, the chargers 7-1 to 7-3 are used for the vehicle 2 which is used for the work of the aircraft to be processed but is not charged by the electric power obtained by discharging the storage battery of the aircraft and the vehicle 2 which is on standby. The charging plan may be included in the power utilization plan. As shown in FIG. 8, the airport is provided with chargers 7-1 to 7-3 capable of charging the vehicle 2. The planning unit 14 comprehensively suppresses power consumption by including the charging plan of the vehicle 2 using the chargers 7-1 to 7-3 in the power utilization plan so that the movement of the vehicle 2 is reduced as much as possible. You can create a power usage plan. The chargers 7-1 to 7-3 are chargers provided at the airport that charge the vehicle 2 using a power source other than the storage battery of the aircraft, for example, a charger that charges using commercial power. Not limited to this, the charger may be a charger that charges using the electric power generated by storing the electric power generated by the solar power generation equipment provided at the airport in the power storage equipment.

Next, the hardware configuration of the energy management device 1 of the present embodiment will be described. The energy management device 1 of the present embodiment is realized by, for example, a computer system. The energy management device 1 may be realized by one computer system or may be realized by a plurality of computer systems. For example, the energy management device 1 may be realized by a cloud system. In the cloud system, it is possible to arbitrarily set the separation between the hardware of the computer system and the device such as a server for each function. For example, one computer system may have a function as a plurality of devices, or a plurality of computer systems may have a function as one device.

A configuration example of a computer system that realizes the energy management device 1 will be described. FIG. 10 is a diagram showing a configuration example of a computer system that realizes the energy management device 1 of the present embodiment. As shown in FIG. 10, this computer system includes a control unit 101, an input unit 102, a storage unit 103, a display unit 104, a communication unit 105, and an output unit 106, which are connected via a system bus 107. There is.

In FIG. 10, the control unit 101 is, for example, a CPU (Central Processing Unit) or the like. The control unit 101 executes an energy management program in which each process performed by the energy management device 1 of the present embodiment is described. The input unit 102 is composed of, for example, a keyboard, a mouse, or the like, and is used by a user of a computer system to input various information. The storage unit 103 includes various memories such as RAM (Random Access Memory) and ROM (Read Only Memory) and a storage device such as a hard disk, and is a necessary program obtained in the process of a program to be executed by the control unit 101. Store data etc. The storage unit 103 is also used as a temporary storage area for the program. The display unit 104 is composed of an LCD (Liquid Crystal Display) or the like, and displays various screens to a user of a computer system. The communication unit 105 is a communication circuit or the like that performs communication processing. The communication unit 105 may be configured by a plurality of communication circuits corresponding to a plurality of communication methods. The output unit 106 is an output interface that outputs data to an external device such as a printer or an external storage device.

Note that FIG. 10 is an example, and the configuration of the computer system is not limited to the example of FIG. For example, the computer system may not include the output unit 106. Further, when the energy management device 1 is realized by a plurality of computer systems, all of these computer systems do not have to be the computer systems shown in FIG. For example, some computer systems may not include at least one of the display unit 104, the output unit 106, and the input unit 102 shown in FIG.

Here, an operation example of the computer system until the energy management program in which the processing of the energy management device 1 of the present embodiment is described becomes executable will be described. The computer system having the above-described configuration stores, for example, an energy management program from a CD-ROM or DVD-ROM set in a CD (Compact Disc) -ROM drive or DVD (Digital Versatile Disc) -ROM drive (not shown). It is installed in part 103. Then, when the energy management program is executed, the energy management program read from the storage unit 103 is stored in the area serving as the main storage device of the storage unit 103. In this state, the control unit 101 executes the process as the energy management device 1 of the present embodiment according to the energy management program stored in the storage unit 103.

In the above description, a program describing the processing in the energy management device 1 is provided using a CD-ROM or a DVD-ROM as a recording medium, but the present invention is not limited to this, and the configuration of the computer system and the provided program are provided. Depending on the capacity and the like, for example, a program provided by a transmission medium such as the Internet via the communication unit 105 may be used.

The energy management program of this implementation is a plan to create an acquisition step to acquire the remaining amount of the storage battery mounted on the aircraft and a power utilization plan which is a power utilization plan of the airport equipment using the remaining amount of the storage battery in the computer. Make the creation step and execute.

The flight plan receiving unit 11, the remaining amount receiving unit 12, and the vehicle communication unit 15 shown in FIG. 1 are realized by the communication unit 105 shown in FIG. 10, and the storage unit 17 shown in FIG. 1 is the storage unit shown in FIG. The remaining amount prediction unit 13 and the plan creation unit 14 shown in FIG. 1, which are a part of the unit 103, are realized by the control unit 101 shown in FIG. The input receiving unit 16 shown in FIG. 1 is realized by the input unit 102 or the communication unit 105 shown in FIG.

As described above, the energy management device 1 of the present embodiment predicts the remaining amount of the storage battery of the aircraft upon arrival at the airport based on the remaining amount of the storage battery mounted on the aircraft, and uses the predicted remaining amount. A power utilization plan is created so as to include a plan to discharge the storage battery mounted on the aircraft and charge the vehicle 2. As a result, the commercial power for charging the vehicle 2 can be suppressed, and the environmental load can be suppressed. In addition, the remaining amount of the storage battery of the aircraft can be effectively utilized. Further, since the vehicle 2 used for the work of the aircraft is selected as the charging target of the aircraft, the movement of the vehicle 2 is reduced and the power consumption can be suppressed. Further, by selecting the vehicle 2 to be charged of the aircraft so that the movement is reduced based on the current position of the vehicle 2, the power consumption can be further suppressed.

Embodiment 2.
FIG. 11 is a diagram showing a configuration example of the energy management system according to the second embodiment. The energy management system of the present embodiment is the same as the energy management system of the first embodiment except that the energy management device 1a is provided instead of the energy management device 1 of the first embodiment. The components having the same functions as those of the first embodiment are designated by the same reference numerals as those of the first embodiment, and the duplicate description will be omitted. Hereinafter, the differences from the first embodiment will be mainly described.

In the present embodiment, the energy management device 1a manages the electric power of the airport equipment of the airport that serves as a disaster base in the event of a disaster. The energy management device 1a of the present embodiment normally performs the same operation as the energy management device 1 of the first embodiment, and further, when a disaster occurs, the remaining amount of the storage battery of the aircraft that has arrived at the airport and the remaining amount of the storage battery of the aircraft. Using the estimated landing capacity of the aircraft scheduled to land at the airport, make a power utilization plan so that at least a part of the energy consumed by the airport equipment, that is, the airport equipment, is covered by the discharge of the storage battery of the aircraft. create. Airport equipment that consumes electric power is, for example, equipment such as air conditioning equipment, lighting equipment, and communication equipment of buildings in airports such as terminal buildings. That is, the airport equipment of the present embodiment includes at least one of air conditioning equipment, lighting equipment, and communication equipment at the airport.

In the event of a disaster, it is expected that the aircraft will be suspended and many users will be waiting at the airport. In particular, in the case of a large-scale disaster, at the airport that serves as a disaster base, these users, airport staff, etc. may stay at the airport for several days or more. Furthermore, during the disaster base period, which is the period during which the airport functions as a disaster base, the airport may accept victims from other locations.

In the event of a large-scale disaster accompanied by a power outage, commercial power will not be supplied to the airport, so an emergency generator will be used at the airport. In the present embodiment, not only the electric power supplied from the emergency generator but also the electric power stored in the storage battery of the arriving aircraft and the storage battery of the aircraft scheduled to land is supplied to various facilities at the airport. As a result, the amount of power generated by the emergency generator can be suppressed, and the environmental load can be suppressed.

In the energy management device 1a of the present embodiment, the power consumption prediction unit 18 is added to the energy management device 1 of the first embodiment, and the remaining amount prediction unit 13a and the plan are replaced with the remaining amount prediction unit 13 and the planning unit 14. The creation unit 14a is provided.

The remaining amount prediction unit 13a of the present embodiment has the same function as the remaining amount prediction unit 13 of the first embodiment, and predicts the remaining amount of the storage battery of the aircraft scheduled to land during the disaster base period when a disaster occurs. do. The plan creation unit 14a of the present embodiment has the same function as the plan creation unit 14 of the first embodiment, and at the time of a disaster, creates a power utilization plan for the disaster base period.

Next, the operation of this embodiment will be described. The normal operation of the energy management device 1a of the present embodiment, that is, the operation when no disaster has occurred is the same as that of the energy management device 1 of the first embodiment. At the time of a disaster, for example, the input reception unit 16 receives an instruction from the operator to create a disaster power utilization plan, which is a power utilization plan at the time of the disaster, so that the energy management device 1a can perform the energy management device 1a at the time of the disaster. Create a power utilization plan.

FIG. 12 is a flowchart showing an example of an energy management processing procedure at the time of a disaster in the energy management device 1a of the present embodiment. The energy management process shown in FIG. 12 is a process for creating a power utilization plan (disaster power utilization plan) for energy management of an airport serving as a disaster base.

The energy management device 1a first acquires the current number of people in the airport and the power consumption of the airport (step S11). For example, the input reception unit 16 receives the input of the current number of people in the airport and the power consumption of the airport from the operator, and outputs the received information to the power consumption prediction unit 18. As mentioned above, the number of people in the airport includes users staying at the airport due to the suspension of aircraft, airport staff, and if the victims are accepted from outside, the victims are also included. In addition, the operator may calculate the power consumption of the airport by grasping the measured value of the device if there is a device to measure the power, or the emergency generator can be used to calculate the power in the airport. If it is covered, the amount of power generated by the emergency generator may be used as the power consumption of the airport, or the total power consumption may be calculated based on the rated value of each device. Further, as described later, when the electric power obtained by discharging the storage battery of the aircraft is already used for consumption by the equipment of the airport, it is obtained by discharging the power generation amount of the emergency generator and the storage battery of the aircraft. The power consumption may be calculated by adding the power.

Next, the energy management device 1a extracts the aircraft arriving at the airport within the disaster base period from the flight plan (step S12). Specifically, the planning unit 14a extracts the aircraft arriving at the airport within the disaster base period from the flight plan stored in the storage unit 17. Regarding the flight plan, the energy management device 1a receives the flight plan from the aviation management center 3 similar to the first embodiment when it is periodically or updated. This flight plan is generally unusual because it is a flight plan in the event of a disaster. During the disaster base period, it is assumed that the aircraft in flight will land at the airport, but the aircraft carrying passengers will not take off from the airport.

Next, the energy management device 1a predicts the remaining battery level of each extracted aircraft (step S13). Specifically, the planning unit 14a predicts the remaining amount of the stored battery of each extracted aircraft using the past first remaining amount information stored in the storage unit 17, and the predicted remaining amount is the planned remaining amount 14a. Output to. For the extracted aircraft that are scheduled to arrive at or near a certain time before landing as in the first embodiment, the remaining amount of the storage battery of the aircraft in flight is acquired as in the first embodiment. Then, the remaining amount of the storage battery is predicted in the same manner as in the first embodiment. Among the extracted aircraft, for the aircraft that has a considerable time to land and is difficult to predict by the same method as in the first embodiment, among the past first remaining amount information stored in the storage unit 17. Based on the first remaining amount information whose conditions are similar to those of the aircraft, the remaining amount of the storage battery at the time of landing is predicted. For example, the average value and the median value of the remaining amount of the storage battery at the time of landing in the first remaining amount information whose conditions are similar to those of the aircraft to be predicted are used as the predicted value.

Next, the energy management device 1a sets the capacity of the disaster base period, and predicts the power consumption of the disaster base period using the current number of people in the airport and the power consumption of the airport (step S14). Specifically, the power consumption prediction unit 18 sets the capacity for the disaster base period, and based on the set capacity, the current number of people in the airport and the power consumption of the airport input in step S11, the disaster base. Predict the power consumption for the period. The number of people accommodated during the disaster base period is input by the operator, for example, via the input reception unit 16. The capacity is the number of people staying in the airport, similar to the current number of people in the airport mentioned above, but it is also possible for users to move from the airport. The operator takes these into consideration and inputs the number of people to be accommodated during the disaster base period. Alternatively, if the number of victims has already been specified by the local government, the operator may determine the number of victims in consideration of the number of victims.

For example, the power consumption prediction unit 18 inputs the ratio C ₁ of the portion that depends on the capacity to the total power consumption of the airport and the ratio C ₂ of the portion that does not depend on the capacity to the total power consumption of the airport in step S11. Predict the power consumption during the disaster base period using the number of people in the airport and the power consumption. Assuming that the number of people in the airport input in step S11 is N ₀ , the power consumption input in step S11 is P ₀ , and the capacity set in step S14 is N ₁ , the predicted power consumption P _p is It is calculated by the following formula (1).
P _p = P ₀ × C ₁ × (N ₁ / N ₀ ) + P ₀ × C ₂ ... (1)

In the above equation (1), it is assumed that the part that depends on the number of people accommodated with respect to the total power consumption is proportional to the number of people, but not limited to this, the above equation (1) is used by using another function in which the power consumption increases as the number of people increases. ), The power consumption may be predicted. In addition, for example, when an area with a capacity of up to 1000 people is used and another area is used when the capacity exceeds 1000 people, the power consumption changes stepwise with respect to the capacity. Become. In such a case, for example, the range of the number of people accommodated and the coefficient used in place of the above C ₁ × (N ₁ / N ₀ ) are stored in the storage unit 17 as a table, and this table is used. The power consumption of the portion depending on the capacity may be obtained. For example, the range of 1 to 1000 people is the coefficient Z ₁ , the range of 1001 to 3000 people is the coefficient Z ₂ , the range of 3001 to 5000 people is the coefficient Z ₃ , and so on. The power consumption prediction unit 18 predicts the power consumption by using the ratio of the coefficient corresponding to the number of people in the airport input in step S11 and the coefficient corresponding to the number of people accommodated set in step S14.

Further, when creating a power utilization plan on the premise that the capacity changes within the disaster base period, in step S14, even if the disaster base period is divided into a plurality of time zones and the capacity is set for each time zone. good. In this case, the power consumption is predicted for each time zone. Further, since the power consumption may change during the day, the power consumption input in step S12 may be input for each time zone. In this case as well, the power consumption is predicted for each time zone.

Further, in step S14, the number of people accommodated does not have to be input. In this case, the power consumption prediction unit 18 sets the current number of people in the airport input in step S12 as the number of people accommodated during the disaster base period. Therefore, in this case, the predicted power consumption is the same as the power consumption of the airport input in step S12.

Further, as a calculation formula for calculating the power consumption according to the number of people at the airport in advance in the storage unit 17 or a function according to the number of people without inputting the current number of people in the airport and the power consumption of the airport in step S11. As a reminder, the power consumption prediction unit 18 may predict the power consumption by using the number of people accommodated in the disaster base period set in step S14 and the table or calculation formula.

Next, the energy management device 1a creates a power utilization plan using the predicted value of the power consumption and the predicted value of the remaining battery level of each aircraft (step S15). Specifically, the planning unit 14a uses the predicted value of the power consumption output from the power consumption prediction unit 18 and the predicted value of the remaining battery level of each aircraft output from the remaining amount prediction unit 13a to be a disaster base. Create a power usage plan for the period. At this time, in the event of a disaster, the aircraft carrying ordinary passengers will be suspended, so the power utilization plan will be created on the premise that the power discharged from the storage battery of the aircraft will not be used to charge the vehicle 2. Further, when there is a non-electric vehicle, the non-electric vehicle may be preferentially used in the event of a disaster. For aircraft that have already landed, a power utilization plan will be created using the remaining amount of storage batteries obtained from the aircraft. If the emergency generator is a generator that uses fuel to generate electricity, the power utilization plan should be created in consideration of the remaining amount of fuel. As for the remaining amount of fuel, a standard stockpile may be stored in the storage unit 17 as equipment information in advance, or may be input by the operator in step S12.

FIG. 13 is a diagram showing an example of a power utilization plan at the time of a disaster of the present embodiment. As shown in FIG. 13, the power utilization plan at the time of a disaster includes the power supply / power that can be supplied (electric energy), the power consumption (electric energy), and the difference for each time zone. The difference indicates the value obtained by subtracting the power consumption from the available power, a positive value indicates that the supplyable amount exceeds the power consumption and surplus power is generated, and a negative value indicates that a power shortage occurs. In FIG. 13, the storage battery of an aircraft is shown in the form of supply power / supplyable power such as 50/300. The supplied power indicates the amount of power scheduled to be supplied, that is, the amount of power scheduled to be discharged from the storage battery of the aircraft in that time zone, and the supplyable amount indicates the amount of power corresponding to the remaining amount of the storage battery. For emergency generators, the supplyable amount is omitted because it is set as a rated value as the maximum power generation amount, and only the amount of power to be supplied, that is, the supplied power is shown. In the example shown in FIG. 13, the maximum power generation amount of the emergency generator, that is, the power that can be supplied is set to 1000.

Returning to the description of FIG. Next, the energy management device 1a determines whether or not a power shortage occurs (step S16). Specifically, the plan creation unit 14a refers to the power utilization plan created in step S15, and determines whether or not there is a time zone in which the difference obtained by subtracting the power consumption from the supplyable power is negative.

When a power shortage occurs (step S16 Yes), the energy management device 1a acquires the remaining amount of the storage battery of the vehicle 2 (step S18). The method of acquiring the remaining amount of the storage battery of the vehicle 2 is the same as that of the first embodiment.

Next, the energy management device 1a creates a power utilization plan using the predicted value of the power consumption, the predicted value of the remaining amount of the storage battery of each aircraft, and the remaining amount of the storage battery of the vehicle (step S19), and processes the power. finish. Specifically, the plan creation unit 14a creates a power utilization plan in the same manner as in step S15, but at this time, the storage battery of the vehicle 2 can also be supplied with the power that can be supplied based on the remaining amount of the storage battery as in the case of the storage battery of the aircraft. And determine the power supply for each time zone. As for the difference in the power utilization plan, the value obtained by subtracting the power consumption from the power that can be supplied is calculated by further considering the power that can be supplied by the vehicle 2 as in the storage battery of the aircraft. In some cases, the power shortage cannot be resolved even if the storage batteries of all the vehicles 2 are discharged. In that case, the energy management device 1a notifies the operator by displaying that the power shortage cannot be resolved. You may. As a result, the operator takes measures such as limiting the number of people that can be accommodated and saving electricity.

When the power shortage does not occur (step S16 No.), the energy management device 1a determines whether or not surplus power is generated (step S17). Specifically, the plan creation unit 14a refers to the power utilization plan created in step S15, and determines whether or not the difference obtained by subtracting the power consumption from the supplyable power is positive in all time zones.

When surplus power is generated (step S17 Yes), the energy management device 1a changes at least one of the capacity and the disaster base period to update the predicted value of power consumption (step S20), and from step S15. Perform the process again. Specifically, in step S20, the planning unit 14a increases at least one of the capacity and the disaster base period so as to increase at least one of the capacity and the disaster base period. In this way, if there is a surplus of electricity in the disaster power utilization plan during the disaster base period, the disaster power utilization plan is recreated by changing to increase at least one of the disaster base period and the capacity. By doing so, it is possible to increase the number of people accommodated during the disaster base period or lengthen the disaster base period.

When no surplus power is generated (step S17 No.), the energy management device 1a ends the process. In the example shown in FIG. 12, the processing is completed after step S19, but when the processing after step S17 is performed after step S19 and the storage battery of the vehicle 2 is used, surplus electric power is generated. , Capacity and at least one of the disaster base periods may be increased.

The processing procedure shown in FIG. 12 is an example. For example, steps S11 and S12 may be performed in parallel, or the order of steps S11 and S12 may be reversed. As described above, the processing may be performed so as to obtain the same result as the processing shown in FIG. 12, and the specific processing is not limited to the example shown in FIG.

Further, in the above-mentioned example, it is assumed that the vehicle 2 is not charged by the electric power stored in the storage battery of the aircraft, but for the aircraft carrying passengers, it is assumed that the vehicle 2 is charged in the same manner as in the first embodiment. You may create a power usage plan with.

If a power shortage occurs in step S16, or if a power shortage occurs in the power utilization plan created in step S19, the energy management device 1a sends the aircraft to the aviation management center 3 or an aircraft scheduled to land at another airport. Aircraft waiting at other airports may be requested to change their flight plans to land at the airport managed by the energy management device 1a. In the event of a disaster, the storage batteries of more aircraft can be used as a power supply source by consolidating the aircraft that are suspended within the acceptable range of the airport at the airport that serves as the disaster base.

Further, in the above-mentioned example, the same operation as that of the first embodiment is performed in the normal state, and the process shown in FIG. 12 is performed when a disaster occurs, but the operation is not limited to this, and the operation of the first embodiment in the normal time is performed. Instead, the energy management device may be configured to perform the process shown in FIG. 12 when a disaster occurs. In this case, the energy management device may not have the function of performing the processing of the first embodiment.

If the airport does not have an emergency generator, a disaster power utilization plan may be created by considering only the power to discharge the storage battery of the aircraft without using the emergency generator as the power supply. .. That is, in the present embodiment, the plan creation unit 14a may create a power utilization plan at the time of a disaster using the remaining amount of the storage battery of the aircraft. As in the above example, the planning unit 14a may further use the generated power generated by the emergency generator to create a disaster power utilization plan. Further, the plan creation unit 14a may create a disaster power utilization plan by further using the remaining amount of the storage battery of the vehicle 2 when the power shortage occurs as in the above example. In the above example, it was assumed that the commercial power supply would be out of power in the event of a disaster, but if there is no power outage, the power supplied from the commercial power supply should be below a certain value while considering the commercial power supply as the power supply. A power utilization plan may be created so as to suppress the power consumption.

The hardware configuration of the energy management device 1a of the present embodiment is the same as that of the first embodiment. The power consumption prediction unit 18, the remaining amount prediction unit 13a, and the plan creation unit 14a of the present embodiment are realized by, for example, the control unit 101 shown in FIG. The method of executing the energy management program for realizing the processing of the present embodiment and the method of providing the energy management program for realizing the processing of the embodiment are the same as those of the first embodiment.

By the above processing, in the present embodiment, it is possible to create a power utilization plan at the time of a disaster by using the power stored in the storage battery of the aircraft. As a result, the electric power stored in the storage battery of the aircraft can be effectively utilized, and the electric power that can be supplied at the airport that has become a disaster base can be increased. In addition, if a power utilization plan is created so that the amount of power stored in the storage battery of the aircraft is reduced by the amount of power generated by the emergency generator, the environmental load can be suppressed by reducing the amount of power generated by the emergency generator. can. Further, if the electric power stored in the storage battery of the vehicle 2 is used, the environmental load can be further suppressed. In addition, by using the electric power stored in the storage battery of the aircraft, the number of people accommodated at the airport, which is the disaster base, can be increased, and more victims can be accepted. Further, by using the electric power stored in the storage battery of the aircraft, the period of the disaster base period can be extended.

The configuration shown in the above embodiments is an example, and can be combined with another known technique, can be combined with each other, and does not deviate from the gist. It is also possible to omit or change a part of the configuration.

1,1a Energy management device, 2-1 to 2-n vehicle, 3 Aviation management center, 4 Operation management system, 11 Flight plan receiver, 12 Remaining amount receiver, 13,13a Remaining amount prediction unit, 14,14a Plan Creation unit, 15 vehicle communication unit, 16 input reception unit, 17 storage unit, 18 power consumption prediction unit.

Claims (20)

The acquisition unit that acquires the remaining amount of the storage battery mounted on the aircraft,
A planning unit that creates a power utilization plan, which is a power usage plan for airport equipment, which is an airport facility, using the remaining amount of the storage battery.
An energy management device characterized by being equipped with. A remaining amount prediction unit that predicts the remaining amount of the storage battery at the time of landing of the first aircraft, which is the aircraft scheduled to land at the airport.
Equipped with
The energy management device according to claim 1, wherein the plan creation unit creates the power utilization plan using the predicted value predicted by the remaining amount prediction unit. The remaining amount prediction unit indicates the remaining amount of the storage battery acquired in the past flight of the first aircraft or the second aircraft which is the aircraft other than the first aircraft operated in the past and the corresponding time. 2. Claim 2 comprising predicting the remaining amount of the storage battery at the time of landing of the first aircraft based on the information and the information indicating the remaining amount of the storage battery acquired from the first aircraft in flight. The energy management device described in. The airport equipment includes motorized vehicles used for work at the airport.
The energy management device according to any one of claims 1 to 3, wherein the planning unit includes a charging plan for discharging the storage battery to charge the vehicle. The fourth aspect of the present invention is characterized in that the planning unit selects a vehicle to be charged, which is the vehicle for discharging and charging the storage battery, from the vehicles used in the work related to the landing of the aircraft. Energy management device. The energy according to claim 5, wherein the planning unit acquires the current position of the vehicle and selects the vehicle to be charged based on the current position and the parking place of the aircraft. Management device. The energy management device according to claim 6, wherein the planning unit preferentially selects the vehicle having a short distance from the parking place as the vehicle to be charged. The energy management device according to any one of claims 5 to 7, wherein the planning unit selects a vehicle to be charged based on the remaining amount of the storage battery of the vehicle. The energy management device according to claim 8, wherein the planning unit further selects a vehicle to be charged based on the working time of each vehicle for the work related to the landing of the aircraft. The energy management device according to any one of claims 4 to 9, wherein the planning unit creates a vehicle operation plan which is an operation plan of the vehicle based on the electric power utilization plan. Any of claims 4 to 10, wherein the electric power utilization plan further includes a charging plan for the vehicle using a charging facility provided at the airport and charging the vehicle using a power source other than the storage battery. The energy management device according to one. The airport equipment includes at least one of the air conditioning equipment, lighting equipment and communication equipment at the airport.
The energy management device according to claim 1, wherein the planning unit creates a disaster power utilization plan, which is the power utilization plan at the time of a disaster. The energy management device according to claim 12, wherein the planning unit further uses the generated power generated by the emergency power generator installed at the airport to create the disaster power utilization plan. The energy management device according to claim 13, wherein the planning unit creates the disaster power utilization plan during the disaster base period, which is the period during which the airport becomes a disaster base. A remaining amount prediction unit that predicts the remaining amount of the storage battery of the aircraft scheduled to land at the airport during the disaster base period.
Equipped with
The planning department
A claim characterized by creating the disaster power utilization plan for the disaster base period using the remaining amount of the storage battery of the aircraft that has landed at the airport and the predicted value predicted by the remaining amount prediction unit. Item 14. The energy management device according to Item 14. A power consumption prediction unit that predicts the power consumption of the airport equipment using the number of people that can be accommodated at the airport.
Equipped with
The energy management according to claim 14 or 15, wherein the planning unit creates the disaster power utilization plan in the disaster base period using the power consumption predicted by the power consumption prediction unit. Device. The planning unit changes the disaster base period and the capacity to increase at least one of the disaster base period and the capacity when there is a surplus of power in the disaster power utilization plan during the disaster base period. The energy management device according to claim 16, wherein the hourly power utilization plan is recreated. The airport equipment includes motorized vehicles used for work at the airport.
The planning unit is characterized in that when a power shortage occurs in the disaster power utilization plan during the disaster base period, the disaster power utilization plan is created by further using the remaining amount of the storage battery of the vehicle. The energy management device according to any one of claims 14 to 17. Airport facilities, which are airport facilities, and
An energy management device that manages the electric power of the airport equipment,
Equipped with
The energy management device is
The acquisition unit that acquires the remaining amount of the storage battery mounted on the aircraft,
A planning unit that creates an electric power utilization plan that is an electric power utilization plan for the airport equipment using the remaining amount of the storage battery, and
An energy management system characterized by being equipped with. On the computer
The acquisition step to acquire the remaining amount of the storage battery mounted on the aircraft, and
A plan creation step for creating an electric power utilization plan, which is an electric power utilization plan for airport equipment, which is an airport facility, using the remaining amount of the storage battery.
An energy management program characterized by running.

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