WO2015106127A1

WO2015106127A1 - Estimating engine greenhouse gas emissions using sensors

Info

Publication number: WO2015106127A1
Application number: PCT/US2015/010857
Authority: WO
Inventors: James Higgins; Brett VENHUIZEN; Frank Bowman
Original assignee: University Of North Dakota
Priority date: 2014-01-09
Filing date: 2015-01-09
Publication date: 2015-07-16

Abstract

Estimating greenhouse gas emissions from combustion engines using sensors are disclosed. Sensor data is received, the sensor data corresponding to a sensor reading from a sensor during a period of time, the sensor being associated with a combustion engine. Using the received sensor data, an estimated amount of greenhouse gasses emitted by the combustion engine during the period of time is calculated. Optionally, the calculated estimated amount of emitted greenhouse gasses is stored in an XML file, a spreadsheet file, a text file, or a database.

Description

ESTIMATING ENGINE GREENHOUSE GAS EMISSIONS USING

SENSORS

CLAIM OF PRIORITY

[0001] This patent application claims the benefit of priority to U.S.

Provisional Patent Application Serial No. 61/925,394, filed on January 9, 2014, which is hereby incorporated by reference herein in its entirety.

BRIEF DESCRIPTION OF THE DRAWINGS

[0002] In the drawings, which are not necessarily drawn to scale, like numerals may describe similar components in different views. Like numerals having different letter suffixes may represent different instances of similar components. Various embodiments are illustrated by way of example, and not limitation, in the figures of the accompanying drawings, in which:

[0003] FIG. 1 is a flowchart illustrating a method for estimating engine greenhouse gas emissions using sensors, in accordance with various embodiments; and

[0004] FIG. 2 is a block diagram illustrating a machine in the example form of a computer system, within which a set or sequence of instructions for causing the machine to perform any one of the methodologies discussed herein may be executed, in accordance with various embodiments. DETAILED DESCRIPTION

[0005] The following description and the drawings illustrate specific embodiments to enable those skilled in the art to practice them. Other embodiments may incorporate structural, logical, electrical, process, and other changes. Portions and features of various embodiments may be included in, or substituted for, those of other embodiments. Embodiments set forth in the claims encompass all available equivalents of those claims.

[0006] A combustion engine is an engine in which the combustion of a fuel (normally a fossil fuel) occurs with an oxidizer (usually air). Currently, many vehicles and aircraft using combustion engines are equipped with onboard data recording devices that monitor and record several parameters. These parameters often include data related to fuel flow, fuel combusted, internal engine temperatures and pressures, engine thrust levels, exhaust temperatures, atmospheric conditions (such as outside air temperature, barometric pressure, etc.), and the like. Traditionally, the data recorded by these onboard recording devices has been used for accident analysis as well as for flight or driving safety monitoring. This data can be repurposed and used to generate very accurate estimations of Greenhouse Gas (GHG) emissions.

[0007] The emission of GHGs is regulated by some countries, unregulated in others, and in some regions handled by the private market. The United Nations (UN) and the World Meteorological Organization (WMO) established an international body, called the Intergovernmental Panel on Climate Change (IPCC), to assess worldwide climate change and to design and implement standards of measurement regarding GHGs. The IPCC publishes periodic guidelines, which outline the generally accepted practices and techniques used to measure and report GHG inventories. The most recent version of these methodological practices is contained in a multivolume set titled, the "2006 IPCC Guidelines for National Greenhouse Gas Inventories." The UN has another international body, known as the United Nations

Framework Convention on Climate Change (UNFCCC), which negotiates and creates international treaties between countries. The UNFCCC utilizes the methodology for tracking GHG emissions outlined by the IPCC in their guidelines.

[0008] Several GHGs are recognized by the IPCC. These include carbon dioxide (CO₂), methane (CH₄), nitrous oxide (N₂0), hydrofluorocarbons, perfluorocarbons, sulfur hexafluoride (F₆S), nitrogen trifluoride (NF₃), trifluoromethyl sulfur pentafluoride (CF₃SF₅), halogenated ethers, nitrogen oxides (NOx), ammonia (N¾), non-methane volatile organic compounds (NMVOC), carbon monoxide (CO), and sulfur dioxide (SO2). Many of these gases are produced as byproducts during the combustion of fuel and are subsequently emitted into the atmosphere.

[0009] The methodology currently employed by the IPCC to measure and track GHG emissions is based upon estimation and modeling. The IPCC expands this methodology to four separate tiers: tier 1, tier 2, and tiers 3 A and 3B. Each of these tiers increases the complexity and accuracy of data reporting and accordingly increases the level of estimation accuracy.

[0010] Tier 1 is the base level of recording and generally involves a system- wide (or nationwide) overview of the number of vehicle movements and the corresponding amount of fuel consumed. The fuel consumed is then converted into GHG emissions based upon accepted averages. This tier does not account for individual aircraft or vehicle movement (such as when an aircraft takes off or lands). Because of this lack of accuracy, tier 1 has a wide variance between actual and estimated GHG emissions.

[0011] Tier 2 uses similar methodology as found in tier 1, except the estimation accuracy is slightly increased because the estimate is expanded to incorporate high-fuel consumption phases (such as the takeoff and landing of an aircraft). It is important to note that neither tier 1 nor tier 2 use actual movement data, such as whether an aircraft or vehicle diverted or changed to unplanned routing.

[0012] Tiers 3A and 3B use more sophisticated data than either tier 1 or tier 2 to estimate GHG emissions. In general, data derived from Air Traffic Control or from flight plans are utilized and incorporated by Tiers 3 A and 3B into the estimation of actual fuel used.

[0013] All tiers use data based upon an average aircraft flight or vehicle movement. For example, a Boeing 737-400 that conducts a flight that is 500 Nautical Miles (NM) between two cities (City A and City B) is estimated to consume 3612.8 kilograms of jet fuel. From this flight, current international standards would require a report of 17,525.5 grams of carbon dioxide emitted into the atmosphere (EMEP/EEA Air Pollutant Emission Inventory Guidebook, 2010; Part B: l.A.3.a, page 27). Methods employed in both tier 1 and tier 2 would simply count the number of flights that occurred between City A and City B and give the above figure. Tier 3 methods would utilize known distance traveled from actual flights and calculate the GHG emissions accordingly. In other words, if a Boeing 737-400 flight between City A and City B actually took 525 NM because of traffic delay, tier 3 methods would then calculate a flight not based upon the 500 NM but the actual 525 NM flown. The source of data for this type of actual miles flown will come from civil aviation records, air traffic control, or a published timetable. [0014] Various embodiments described herein use actual aircraft and vehicle data generated from each aircraft flight or vehicle movement and recorded by onboard devices. Various embodiments described herein allow for a much more accurate estimation, as the embodiments do not rely upon "averaged flight data" as used in the tier methods. In addition, various embodiments described herein are capable of estimating engine start-up, and in the case of aircraft: Auxiliary Power Unit (APU) operation, and emergency fuel venting procedures. Each of these events is unable to be detected by the conventional tier methods.

[0015] One drawback of the tier methods is the reliance upon "average" aircraft fuel consumption. Even when actual movement data is considered (such as in tier 3A and 3B), individual vehicle and aircraft differences are left unaccounted. Examples of these differences could include age of onboard engines, atmospheric conditions, and pilot/driver operating techniques. Various embodiments described herein account for each of these by using actual onboard-recorded data for each aircraft or vehicle rather than the "average" vehicle or aircraft.

[0016] FIG. 1 is a flowchart illustrating a method 100 for estimating engine greenhouse gas emissions using sensors, in accordance with various embodiments. In various embodiments, the engine may be an aircraft engine, such as engines used in airplanes, helicopters, rockets, UAVs (unmanned aerial vehicles), etc. In various embodiments, the engine may be an engine used by land-based vehicles such as automobiles, trains, motorcycles, etc. In various embodiments, the engine may be an engine used by watercraft, such as boats, ships, etc.

[0017] At 105, sensor data may be received, the sensor data

corresponding to a sensor reading during a period of time, the sensor associated with a combustion engine. Examples of sensors, from which sensor data may be received, include an internal engine temperature sensor, an internal engine pressure sensor, an engine thrust level sensor, an exhaust gas temperature sensor, an outside air temperature sensor, an inter turbine temperature sensor, a cylinder head temperature sensor, an exhaust pressure ratio sensor, and a barometric pressure sensor. Examples of sensor data include atmospheric pressure, outside air temperature, exhaust gas temperature, and other engine and atmospheric conditions. In various embodiments, the sensor data may be data relevant to calculating an estimate of fuel flow to the combustion engine. "Fuel flow" is an amount of fuel that is being delivered into the engine for combustion during a period of time. The received sensor data may be used to estimate fuel combustion by the engine. Although there may be some variance between fuel flow and actual fuel consumed, fuel flow is a more accurate indicator of fuel combustion occurring in the engine than published average fuel consumption for the engine.

[0018] At 1 10, the received sensor data is used to calculate an estimated amount of greenhouse gasses emitted by the combustion engine during the period of time. The following formulas may be used to calculate the estimated amount of various greenhouse gas emitted.

[0019] C0₂ Emissions

[0020] (kg of Fuel Consumed) * (kg fuel combusted / kg fuel consumed) * (kg C / kg fuel) * (44 kg C0₂ / 12 kg C) = kg C0₂ emitted

[0021] where

[0022] (kg fuel consumed) is the mass of fuel consumed as determined by the fuel flow measurements.

[0023] (kg fuel combusted / kg fuel consumed) is the fraction of fuel that is completely combusted in the vehicle's engine. Although this fraction will vary with engine type and operating conditions, it is generally very close to 1 (e.g., aircraft jet and piston engines > 0.99).

[0024] (kg C / kg fuel) is the fraction of fuel mass that is carbon. This fraction is based on the molecular composition of the fuel and is dependent on fuel type. Jet fuel, aviation gasoline, and other fuels may be a complex blend of hundreds of different carbon-containing compounds. Each fuel type meets certain specifications for flash point, freeze point, energy content, contaminants, etc., and although the exact composition will vary, the carbon content is fairly constant for a given fuel type.

[0025] (44 kg C0₂ / 12 kg C) is the ratio of molecular weights of C0₂ and C. During combustion, carbon atoms in the fuel are oxidized to form C0₂. This factor assumes 100% of C in fuel that is burned will be converted to C0₂.

[0026] CH₄, N₂0, NMVOC, and CO Emissions

[0027] (kg of fuel consumed) * (g GHG / kg fuel) = g GHG emitted [0028] where (g GHG/kg fuel) is the emissions index for a given GHG.

These factors are a function of fuel type, engine, and engine thrust level.

Emissions can be calculated dynamically to account for changing emission indices during operation. Published average emission index values based on engine exhaust measurements for different aircraft engines and power levels will be used.

[0029] In various embodiments, emissions may be described on a mass basis (i.e., 500 kg CO₂, 12 kg CH₄, etc.). However, each GHG may have a different potential effect on climate change (e.g., 1 kg of CH₄ has the same potential climate change effect as 86 kg CO₂ over a 20 year time period), so emissions may also be reported on a climate change potential basis where all compounds are converted to an equivalent amount of CO₂.

[0030] Due to the variability in emissions of CH₄, N₂0, NMVOC, and

CO with engine operating conditions, there may be greater uncertainty in these calculations than for CO₂ emissions. However, the amount of CH₄, ₂O,

NMVOC, and CO emissions is much lower than CO₂ in terms of both mass and potential climate change effect basis.

[0031] In various embodiments, at 1 15, the calculated estimated amount of emitted greenhouse gasses may optionally be stored in at least one of an XML file, a spreadsheet file, a text file, and a database. The stored data may then be used for GHG inventory accounting.

[0032] FIG. 2 illustrates a block diagram of an example machine 200 upon which any one or more of the techniques (e.g., methodologies) discussed herein may be executed, in accordance with various embodiments. In alternative embodiments, the machine 200 may operate as a standalone device or may be connected (e.g., networked) to other machines. In a networked deployment, the machine 200 may operate in the capacity of a server machine, a client machine, or both in server-client network environments. In an example, the machine 200 may act as a peer machine in peer-to-peer (P2P) (or other distributed) network environment. The machine 200 may be a personal computer (PC), a tablet PC, a set-top box (STB), a personal digital assistant (PDA), a mobile telephone, a web appliance, a network router, switch or bridge, or any machine capable of executing instructions (sequential or otherwise) that specify actions to be taken by that machine. Further, while only a single machine is illustrated, the term "machine" shall also be taken to include any collection of machines that individually or jointly execute a set (or multiple sets) of instructions to perform any one or more of the methodologies discussed herein, such as cloud computing, software as a service (SaaS), other computer cluster configurations.

[0033] Examples, as described herein, may include, or may operate on, logic or a number of components, modules, or mechanisms. Modules are tangible entities (e.g., hardware) capable of performing specified operations and may be configured or arranged in a certain manner. In an example, circuits may be arranged (e.g., internally or with respect to external entities such as other circuits) in a specified manner as a module. In an example, the whole or part of one or more computer systems (e.g., a standalone, client or server computer system) or one or more hardware processors may be configured by firmware or software (e.g., instructions, an application portion, or an application) as a module that operates to perform specified operations. In an example, the software may reside on a machine-readable medium. In an example, the software, when executed by the underlying hardware of the module, causes the hardware to perform the specified operations.

[0034] Accordingly, the term "module" is understood to encompass a tangible entity, be that an entity that is physically constructed, specifically configured (e.g., hardwired), or temporarily (e.g., transitorily) configured (e.g., programmed) to operate in a specified manner or to perform part or all of any operation described herein. Considering examples in which modules are temporarily configured, each of the modules need not be instantiated at any one moment in time. For example, where the modules comprise a general-purpose hardware processor configured using software, the general-purpose hardware processor may be configured as respective different modules at different times. Software may accordingly configure a hardware processor, for example, to constitute a particular module at one instance of time and to constitute a different module at a different instance of time.

[0035] Machine (e.g., computer system) 200 may include a hardware processor 202 (e.g., a central processing unit (CPU), a graphics processing unit (GPU), a hardware processor core, or any combination thereof), a main memory 204 and a static memory 206, some or all of which may communicate with each other via an interlink (e.g., bus) 208. The machine 200 may further include a display unit 210, an alphanumeric input device 212 (e.g., a keyboard), and a user interface (UI) navigation device 214 (e.g., a mouse). In an example, the display unit 210, input device 212 and UI navigation device 214 may be a touch screen display. The machine 200 may additionally include a storage device (e.g., drive unit) 216, a signal generation device 218 (e.g., a speaker), a network interface device 220, and one or more sensors 221, such as a global positioning system (GPS) sensor, compass, accelerometer, or other sensor. The machine 200 may include an output controller 228, such as a serial (e.g., universal serial bus (USB), parallel, or other wired or wireless (e.g., infrared (IR), near field communication (NFC), etc.) connection to communicate or control one or more peripheral devices (e.g., a printer, card reader, etc.).

[0036] The storage device 216 may include a machine-readable medium

222 on which is stored one or more sets of data structures or instructions 224 (e.g., software) embodying or utilized by any one or more of the techniques or functions described herein. The instructions 224 may also reside, completely or at least partially, within the main memory 204, within static memory 206, or within the hardware processor 202 during execution thereof by the machine 200. In an example, one or any combination of the hardware processor 202, the main memory 204, the static memory 206, or the storage device 216 may constitute machine-readable media.

[0037] Although the machine readable medium 222 is illustrated as a single medium, the term "machine readable medium" may include a single medium or multiple media (e.g., a centralized or distributed database, and/or associated caches and servers) configured to store the one or more instructions 224.

[0038] The term "machine-readable medium" may include any medium that is capable of storing, encoding, or carrying instructions for execution by the machine 200 and that cause the machine 200 to perform any one or more of the techniques of the present disclosure, or that is capable of storing, encoding or carrying data structures used by or associated with such instructions. Non- limiting machine-readable medium examples may include solid-state memories, and optical and magnetic media. In an example, a massed machine-readable medium comprises a machine-readable medium with a plurality of particles having resting mass. Specific examples of massed machine-readable media may include: non-volatile memory, such as semiconductor memory devices (e.g., Electrically Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM)) and flash memory devices; magnetic disks, such as internal hard disks and removable disks; magneto-optical disks; and CD-ROM and DVD-ROM disks.

[0039] The instructions 224 may further be transmitted or received over a communications network 226 using a transmission medium via the network interface device 220 utilizing any one of a number of transfer protocols (e.g., frame relay, internet protocol (IP), transmission control protocol (TCP), user datagram protocol (UDP), hypertext transfer protocol (HTTP), etc.). Example communication networks may include a local area network (LAN), a wide area network (WAN), a packet data network (e.g., the Internet), mobile telephone networks (e.g., cellular networks), Plain Old Telephone (POTS) networks, and wireless data networks (e.g., Institute of Electrical and Electronics Engineers (IEEE) 802.1 1 family of standards known as Wi-Fi^®, IEEE 802.16 family of standards known as WiMax^®), IEEE 802.15.4 family of standards, peer-to-peer (P2P) networks, among others. In an example, the network interface device 220 may include one or more physical jacks (e.g., Ethernet, coaxial, or phone jacks) or one or more antennas to connect to the communications network 226. In an example, the network interface device 220 may include a plurality of antennas to wirelessly communicate using at least one of single-input multiple-output (SIMO), multiple-input multiple-output (MIMO), or multiple-input single-output (MISO) techniques. The term "transmission medium" shall be taken to include any intangible medium that is capable of storing, encoding or carrying instructions for execution by the machine 200, and includes digital or analog communications signals or other intangible medium to facilitate communication of such software.

[0040] Additional Notes & Examples

[0041] The following examples pertain to further embodiments.

[0042] Example 1 may include subject matter (such as a device, apparatus, or a system) comprising: a processor; and a memory device storing instructions which, when executed by the processor, cause the device to: receive sensor data corresponding to a sensor reading from a sensor during a period of time, the sensor associated with a combustion engine; and calculate, using the received sensor data, an estimated amount of greenhouse gasses emitted by the combustion engine during the period of time.

[0043] In Example 2, the subject matter of Example 1 may include, wherein the greenhouse gasses includes at least one of carbon dioxide (CO₂), methane (CH₄), nitrous oxide (N₂0), hydrofluorocarbons, perfluorocarbons, sulfur hexafluoride (F₆S), nitrogen trifluoride (NF₃), trifluoromethyl sulfur pentafluoride (CF₃SF₅), halogenated ethers, nitrogen oxides (NOx), ammonia (NH₃), non-methane volatile organic compounds (NMVOC), carbon monoxide (CO), and sulfur dioxide (SO2).

[0044] In Example 3, the subject matter of any of Examples 1-2 may include, wherein the estimated amount in kilograms (kg) of carbon dioxide (CO2) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (combusted fuel percentage) * (kg of carbon / kg of fuel) * (44 kg CO₂ / 12 kg carbon).

[0045] In Example 4, the subject matter of any of Examples 1-3 may include, wherein the estimated amount in grams (g) of the GHGs methane (CH₄), nitrous oxide (N₂0), non-methane volatile organic compounds (NMVOC), and carbon monoxide (CO) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (g GHG / kg fuel).

[0046] In Example 5, the subject matter of any of Examples 1-4 may include, wherein the sensor is at least one of an internal engine temperature sensor, an internal engine pressure sensor, an engine thrust level sensor, an exhaust gas temperature sensor, an outside air temperature sensor, an inter turbine temperature sensor, a cylinder head temperature sensor, an exhaust pressure ratio sensor, and a barometric pressure sensor.

[0047] In Example 6, the subject matter of any of Examples 1-5 may include, wherein the memory device stores instructions which, when executed by the processor, further cause the device to store the calculated estimated amount of emitted greenhouse gasses in at least one of an XML file, a spreadsheet file, a delimited text file, and a database.

[0048] In Example 7, the subject matter of any of Examples 1-6 may include, wherein the combustion engine is an aircraft engine.

[0049] Example 8 may include, or may optionally be combined with the subject matter of any one of Examples 1-22 to include, subject matter (such as a method, means for performing acts, or non-transitory computer-readable storage media with instructions stored thereon that, when performed by a computer cause the computer to performs acts) comprising: receiving sensor data corresponding to a sensor reading from a sensor during a period of time, the sensor associated with a combustion engine; and calculating, using the received sensor data, an estimated amount of greenhouse gasses emitted by the combustion engine during the period of time.

[0050] In Example 9, the subject matter of Example 8 may include, wherein the greenhouse gasses includes at least one of carbon dioxide (CO₂), methane (CH₄), nitrous oxide (N₂0), hydrofluorocarbons, perfluorocarbons, sulfur hexafluoride (F₆S), nitrogen trifluoride (NF₃), trifluoromethyl sulfur pentafluoride (CF3SF5), halogenated ethers, nitrogen oxides (NOx), ammonia (NH₃), non-methane volatile organic compounds (NMVOC), carbon monoxide (CO), and sulfur dioxide (SO2).

[0051] In Example 10, the subject matter of any of Examples 8-9 may include, wherein the estimated amount in kilograms (kg) of carbon dioxide (CO₂) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (combusted fuel percentage) * (kg of carbon / kg of fuel) * (44 kg CO₂ / 12 kg carbon).

[0052] In Example 11, the subject matter of any of Examples 8-10 may include, wherein the estimated amount in grams (g) of the GHGs methane (CH₄), nitrous oxide (N₂0), non-methane volatile organic compounds (NMVOC), and carbon monoxide (CO) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (g GHG / kg fuel).

[0053] In Example 12, the subject matter of any of Examples 8-11 may include, wherein the sensor is at least one of an internal engine temperature sensor, an internal engine pressure sensor, an engine thrust level sensor, an exhaust gas temperature sensor, an outside air temperature sensor, an inter turbine temperature sensor, a cylinder head temperature sensor, an exhaust pressure ratio sensor, and a barometric pressure sensor.

[0054] In Example 13, the subject matter of any of Examples 8-12 may include, storing the calculated estimated amount of emitted greenhouse gasses in at least one of an XML file, a spreadsheet file, a delimited text file, and a database. [0055] In Example 14, the subject matter of any of Examples 8-13 may include, wherein the combustion engine is an aircraft engine.

[0056] The above detailed description includes references to the accompanying drawings, which form a part of the detailed description. The drawings show, by way of illustration, specific embodiments that may be practiced. These embodiments are also referred to herein as "examples." Such examples can include elements in addition to those shown or described.

However, the present inventors also contemplate examples in which only those elements shown or described are provided. Moreover, the present inventors also contemplate examples using any combination or permutation of those elements shown or described (or one or more aspects thereof), either with respect to a particular example (or one or more aspects thereof), or with respect to other examples (or one or more aspects thereof) shown or described herein.

[0057] All publications, patents, and patent documents referred to in this document are incorporated by reference herein in their entirety, as though individually incorporated by reference. In the event of inconsistent usages between this document and those documents so incorporated by reference, the usage in the incorporated reference(s) should be considered supplementary to that of this document; for irreconcilable inconsistencies, the usage in this document controls.

[0058] In this document, the terms "a" or "an" are used, as is common in patent documents, to include one or more than one, independent of any other instances or usages of "at least one" or "one or more." In this document, the term "or" is used to refer to a nonexclusive or, such that "A or B" includes "A but not B," "B but not A," and "A and B," unless otherwise indicated. In the appended claims, the terms "including" and "in which" are used as the plain- English equivalents of the respective terms "comprising" and "wherein." Also, in the following claims, the terms "including" and "comprising" are open-ended, that is, a system, device, article, or process that includes elements in addition to those listed after such a term in a claim are still deemed to fall within the scope of that claim. Moreover, in the following claims, the terms "first," "second," and "third," etc., are used merely as labels, and are not intended to impose numerical requirements on their objects. [0059] The above description is intended to be illustrative, and not restrictive. For example, the above-described examples (or one or more aspects thereof) may be used in combination with each other. Other embodiments can be used, such as by one of ordinary skill in the art upon reviewing the above description. The Abstract is to allow the reader to quickly ascertain the nature of the technical disclosure, for example, to comply with 37 C.F.R. § 1.72(b) in the United States of America. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. Also, in the above Detailed Description, various features may be grouped together to streamline the disclosure. This should not be interpreted as intending that an unclaimed disclosed feature is essential to any claim. Rather, inventive subject matter may lie in less than all features of a particular disclosed embodiment. Thus, the following claims are hereby incorporated into the Detailed

Description, with each claim standing on its own as a separate embodiment. The scope of the embodiments should be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled.

Claims

What is claimed is: 1. A device, comprising:

a processor; and

a memory device storing instructions which, when executed by the processor, cause the device to:

receive sensor data corresponding to a sensor reading from a sensor during a period of time, the sensor associated with a combustion engine; and

calculate, using the received sensor data, an estimated amount of greenhouse gasses emitted by the combustion engine during the period of time.

2. The device of claim 1, wherein the greenhouse gasses includes at least one of carbon dioxide (CO₂), methane (CH₄), nitrous oxide (N₂0),

hydrofluorocarbons, perfluorocarbons, sulfur hexafluoride (F₆S), nitrogen trifluoride (NF₃), trifluoromethyl sulfur pentafluoride (CF₃SF₅), halogenated ethers, nitrogen oxides (NOx), ammonia (NH₃), non-methane volatile organic compounds (NMVOC), carbon monoxide (CO), and sulfur dioxide (SO2).

3. The device of claim 2, wherein the estimated amount in kilograms (kg) of carbon dioxide (CO₂) emitted by the combustion engine is calculated by

(delivered fuel amount in kg) * (combusted fuel percentage) * (kg of carbon / kg of fuel) * (44 kg C0₂ / 12 kg carbon).

4. The device of claim 2, wherein the estimated amount in grams (g) of the GHGs methane (CH₄), nitrous oxide (N₂O), non-methane volatile organic compounds (NMVOC), and carbon monoxide (CO) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (g GHG / kg fuel).

5. The device of claim 1, wherein the sensor is at least one of an internal engine temperature sensor, an internal engine pressure sensor, an engine thrust level sensor, an exhaust gas temperature sensor, an outside air temperature sensor, an inter turbine temperature sensor, a cylinder head temperature sensor, an exhaust pressure ratio sensor, and a barometric pressure sensor.

6. The device of claim 1, wherein the memory device stores instructions which, when executed by the processor, further cause the device to:

store the calculated estimated amount of emitted greenhouse gasses in at least one of an XML file, a spreadsheet file, a delimited text file, and a database.

7. The device of claim 1, wherein the combustion engine is an aircraft engine.

8. A method, comprising:

receiving sensor data corresponding to a sensor reading from a sensor during a period of time, the sensor associated with a combustion engine; and calculating, using the received sensor data, an estimated amount of greenhouse gasses emitted by the combustion engine during the period of time.

9. The method of claim 8, wherein the greenhouse gasses includes at least one of carbon dioxide (C0₂), methane (CH₄), nitrous oxide (N₂0),

10. The method of claim 9, wherein the estimated amount in kilograms (kg) of carbon dioxide (CO₂) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (combusted fuel percentage) * (kg of carbon / kg of fuel) * (44 kg C0₂ / 12 kg carbon).

1 1. The method of claim 9, wherein the estimated amount in grams (g) of the GHGs methane (CH₄), nitrous oxide (N₂0), non-methane volatile organic compounds (NMVOC), and carbon monoxide (CO) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (g GHG / kg fuel).

12. The method of claim 8, wherein the sensor is at least one of an internal engine temperature sensor, an internal engine pressure sensor, an engine thrust level sensor, an exhaust gas temperature sensor, an outside air temperature sensor, an inter turbine temperature sensor, a cylinder head temperature sensor, an exhaust pressure ratio sensor, and a barometric pressure sensor.

13. The method of claim 8, further comprising:

storing the calculated estimated amount of emitted greenhouse gasses in at least one of an XML file, a spreadsheet file, a delimited text file, and a database.

14. The method of claim 8, wherein the combustion engine is an aircraft engine.

15. A non-transitory computer-readable medium, comprising a plurality of instructions that, in response to being executed on a computing device, cause the computing device to:

receive sensor data corresponding to a sensor reading from a sensor during a period of time, the sensor associated with a combustion engine; and calculate, using the received sensor data, an estimated amount of greenhouse gasses emitted by the combustion engine during the period of time.

16. The non-transitory computer-readable medium of claim 15, wherein the greenhouse gasses includes at least one of carbon dioxide (CO₂), methane (CH₄), nitrous oxide (N₂0), hydrofluorocarbons, perfluorocarbons, sulfur hexafluoride (F₆S), nitrogen trifluoride (NF₃), trifluoromethyl sulfur pentafluoride (CF₃SF₅), halogenated ethers, nitrogen oxides (NOx), ammonia (NH₃), non-methane volatile organic compounds (NMVOC), carbon monoxide (CO), and sulfur dioxide (SO2).

17. The non-transitory computer-readable medium of claim 16, wherein the estimated amount in kilograms (kg) of carbon dioxide (CO₂) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (combusted fuel percentage) * (kg of carbon / kg of fuel) * (44 kg CO₂ / 12 kg carbon).

18. The non-transitory computer-readable medium of claim 16, wherein the estimated amount in grams (g) of the GHGs methane (CH₄), nitrous oxide

(N₂O), non-methane volatile organic compounds (NMVOC), and carbon monoxide (CO) emitted by the combustion engine is calculated by (delivered fuel amount in kg) * (g GHG / kg fuel).

19. The non-transitory computer-readable medium of claim 15, wherein the sensor is at least one of an internal engine temperature sensor, an internal engine pressure sensor, an engine thrust level sensor, an exhaust gas temperature sensor, an outside air temperature sensor, an inter turbine temperature sensor, a cylinder head temperature sensor, an exhaust pressure ratio sensor, and a barometric pressure sensor.

20. The non-transitory computer-readable medium of claim 15, wherein the plurality of instructions further cause the computing device to:

21. The non-transitory computer-readable medium of claim 15, wherein the combustion engine is an aircraft engine.