WO2020099389A1 - Procédé d'évaluation du rendement énergétique d'aéronefs - Google Patents

Procédé d'évaluation du rendement énergétique d'aéronefs Download PDF

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Publication number
WO2020099389A1
WO2020099389A1 PCT/EP2019/080998 EP2019080998W WO2020099389A1 WO 2020099389 A1 WO2020099389 A1 WO 2020099389A1 EP 2019080998 W EP2019080998 W EP 2019080998W WO 2020099389 A1 WO2020099389 A1 WO 2020099389A1
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WO
WIPO (PCT)
Prior art keywords
aircraft
physical
fuel efficiency
model
parameters
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PCT/EP2019/080998
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German (de)
English (en)
Inventor
Kai-Christoph Pfingsten
Robert Heigl
Olaf Ronsdorf
Lennart Dörwald
Franz Enkelmann
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Lufthansa Technik Ag
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Publication of WO2020099389A1 publication Critical patent/WO2020099389A1/fr

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
    • G05B13/042—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators in which a parameter or coefficient is automatically adjusted to optimise the performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D37/00—Arrangements in connection with fuel supply for power plant

Definitions

  • the present invention relates to a method for evaluating the fuel efficiency of aircraft.
  • the method according to the invention for evaluating the fuel efficiency of aircraft comprises the following steps: a. Setting up a simulation model for calculating fuel consumption in flight operations based on a physical model of flight operations, the simulation model comprising physical constants, physical measurement parameters and adaptable physical parameters, b. Measurement of the physical parameters in flight
  • the simulation model according to the invention is based on a physical model of flight operations.
  • a physical model of flight operations denotes a model by which flight operations are mathematically simulated in a quantitative manner.
  • the physical model can include, for example, a system of equations through which the flight operation is described or simulated quantitatively in an analytical and / or numerical manner.
  • the physical model can be based in particular on the energy conservation rate, an amount of energy to be allocated to the fuel consumption being compared or equated with the amount of energy (according to the physical model) required for maintaining flight operations.
  • the physical model can include one or more sub-models selected from the group: thermodynamic engine model, kinematic model of flight physics, aerodynamic model of aerodynamics and model of system technology. With the help of these sub-models, the thermodynamic, aerodynamic and aerodynamic relationships as well as the energy consumed by system-side power consumers can be taken into account.
  • the engine thrust generated by the combustion of the measured amount of fuel can be calculated on the basis of the thermodynamic engine model and compared with the thrust that is theoretically necessary in order to maintain flight operations according to aerodynamic and aerodynamic laws.
  • Physical constants refer to quantities that are predetermined by nature and that are relevant for flight operations. For example, gravitational acceleration, the specific gas constant or the specific energy density of the fuel used represent physical constants in the sense of the invention, which can be incorporated into the physical model.
  • physical measured variables refer to those measured variables which are part of method step b. be measured and which are determined at the time of the measurement by the current flight condition.
  • physical measurement variables can be measured directly with the aid of corresponding sensors, or can be derived indirectly from measured data or data which characterize the flight state or are available in another way.
  • Adaptable physical parameters represent, within the scope of the invention, such quantities which are required within the physical model for the mathematical simulation or description of flight operations and which are adapted (ie changed) in the course of the simulation, so that the calculated fuel consumption also takes into account essentially corresponds to the measured fuel consumption.
  • the physical parameters can, in particular, be those quantities which are not accessible to a direct measurement.
  • Adaptable physical parameter values can be selected, for example, from the group: zero lift coefficient, derivative dependent on the angle of attack, zero resistance coefficient, coefficients for the linear component of an induced resistance, coefficients for the quadratic component of the induced resistance, pressure loss in the combustion chamber.
  • the physical model of flight operations is not changed as part of the invention during the simulation, that is to say during the process of adapting the adjustable parameters. Rather, the physical model can be based on known physical relationships or be derived therefrom and to that extent are determined during the implementation of the method according to the invention. Of course, this does not preclude the physical model from being adapted or improved before or after its implementation. If a fixed model is used, the parameters determined can be score at two times or can be compared directly with each other for different aircraft, which is generally not possible when using so-called “machine learning” algorithms.
  • the adaptable parameters are assigned physically meaningful starting values and / or value ranges which are based on literature areas or have been determined based on empirical values before the optimization calculation begins. Within these value ranges, the adaptable parameters are determined as part of the optimization calculation. The computing effort for determining the adaptable physical parameters can thereby be reduced.
  • the simulation model is preferably designed such that it comprises submodels which are selected from the group: thermodynamic engine model, kinematic model of flight physics, flow physics model of aerodynamics, model of system technology.
  • a thermodynamic engine model refers to a physical model through which the relationship between the fuel used and the thrust generated is described quantitatively for a given engine.
  • a kinematic model of flight physics and a flow-physical model of aerodynamics the kinematic and aerodynamic relationships that determine the lift and propulsion of an aircraft in the air are described in a quantitative manner.
  • a model of system technology refers to a physical model by means of which, in particular, the power consumers present in the aircraft and, if applicable, their effects on flight operations are recorded and described quantitatively.
  • the aircraft can be viewed as an overall system and physically modeled.
  • System considerations of components as part of the overall system are preferably transferred to and integrated into the overall system level.
  • the physical measured variables are preferably selected from at least one of the following groups: thermodynamic measured variables, kinematic measured variables, aerodynamic measured variables, system-technical measured variables and identification parameters.
  • thermodynamic measurement variables can, for example, be selected from the group: blowing
  • Kinematic parameters can be selected from the group: total weight of the aircraft, fuel mass in the respective tank of the aircraft, acceleration in the longitudinal direction, acceleration in the lateral direction, acceleration in the vertical direction, angle of movement about the longitudinal axis (hanging angle), angle of the Movement around the transverse axis (pitch angle), angle of movement around the vertical axis / flight direction (yaw angle), angle of attack, sliding angle, rotational speed around the longitudinal axis (roll rate), rotational speed around the transverse axis (pitch rate), rotational speed around the vertical axis (yaw rate) , Center of gravity of the aircraft, aircraft position on the longitude, aircraft position on the latitude, flight altitude, acceleration in the direction of flight, rate of climb, angle between aircraft speed vector and horizontal, angle between path above ground and orientation, actual speed in surrounding air, calibrated / corrected speed in surrounding air, speed of the wind from the longitudinal direction, speed of the wind from the vertical direction, speed of the wind from the transverse direction, wind direction, wind speed, speed over ground.
  • Aerodynamic parameters can be selected from the
  • System-technical parameters can be selected from the group: power consumption of the on-board electronics, power output from on-board energy storage devices (e.g. batteries), power output to hydraulic and / or pneumatic systems, pack flow, precooler exit temperature.
  • on-board energy storage devices e.g. batteries
  • power output to hydraulic and / or pneumatic systems e.g. pack flow, precooler exit temperature.
  • Identification parameters can be selected from the
  • one or more of the measured variables can also be assigned to a plurality of sub-models and used in the context of different sub-models.
  • such physical measurement variables are preferably used which have shown a sufficiently high influence on the fuel consumption in a previous sensitivity study.
  • such physical parameters can be used, which are already recorded in existing aircraft.
  • flight data from a quick access recorder (QAR data) can be used as physical measurement variables.
  • the measurement of the actual fuel consumption and the physical parameters in flight operation is carried out over a defined period during a defined cruise event, the definition of the cruise event preferably comprising geographical data and / or weather data and / or atmospheric data .
  • This design is based on the knowledge that statistical fluctuations in fuel consumption during a defined cruise event are significantly reduced.
  • Such a cruise event can be achieved, for example, by reaching a defined cruising altitude with a preferably stable straight flight and / or with prevailing, for example, constant temperature and / or constant wind conditions and / or constant other atmospheric conditions.
  • the definition of a cruise event is preferably based on the definition of tolerance ranges of individual or of a number of selected physical parameters.
  • a target value and a tolerance range can be assigned to the individual or the plurality of selected physical measurement variables. If the measured variable or the greater number of measured variables does not leave the tolerance range for a specified period, this period can be used as a travel flight event to be understood. Due to the lower statistical fluctuations, the adjustable parameters relevant for the assessment of fuel efficiency can be determined with significantly higher precision.
  • a preferred embodiment of the invention provides that the measurement of the actual fuel consumption and the physical measured variables takes place over a plurality of aircraft events and that the measurement results are preferably averaged.
  • the computational effort required for the simulation can be further reduced compared to the computational effort required for a complete consideration of the flight data (for example the full flight data given every second), the accuracy not or only is negligibly affected.
  • the number of events falling under the definition of the cruise event can be adjusted by appropriately defining the conditions defining a cruise event. It was recognized in the context of the invention that the simulation quality can even improve with a suitable definition of the flight events. Due to narrowly defined filter criteria to define the cruising events it may go against or hear V that are aggregated to a lack of data and deteriorates the simulation quality. It is preferably provided that an optimum is determined on the basis of full flight data.
  • the adaptation of the adaptable physical parameters with the aid of the optimization calculation is preferably carried out using a fitting algorithm, wherein as optimization calculation preferably meta-heuristic optimization methods such as, for. B. a genetic algorithm can be used. Because of the use of metaheuristic optimization methods is that the physical model of flight operations may be extremely complex and finding solutions is not easy.
  • key figures such as an efficiency or a specific range for evaluating the fuel efficiency of an aircraft can be determined based on the physical model and the determined parameters.
  • the consideration of the specially formed key figures over a time course, in particular before and after taking measures to improve fuel efficiency, can provide information about the influence of the measures.
  • the fuel efficiency can thereby be determined with high temporal resolution.
  • the observation of the chronological course of the key figures enables the detection of significant changes that give a direct conclusion about the fuel efficiency of the aircraft.
  • the processes known from the prior art frequently require data averaged over a significantly longer period (for example a month) in order to be able to make a statement (less precise than the present invention) about fuel efficiency.
  • the present invention further relates to a method for predicting the influence of a modification of an aircraft on its fuel efficiency, using a simulation model according to the invention for this aircraft before making the modification, which is characterized by the following steps: a. Calculation of fuel efficiency using the simulation model,
  • the prediction according to the invention of the influence of a modification of an aircraft on its fuel efficiency opens up a further area of application for the present invention, which leads to further advantages over the prior art.
  • the method can be used to predict how a planned modification of the aircraft will affect its fuel efficiency without it being necessary to actually implement the planned modification.
  • the present invention further comprises a method for determining the change in the fuel efficiency of an aircraft between a first point in time or period and a second point in time or period, using a simulation model for the aircraft set up and optimized according to the invention, characterized by the following steps: a. Carrying out a method according to the invention for evaluating the fuel efficiency of aircraft for the first point in time or the first period, b. Carrying out a method according to the invention for evaluating the fuel efficiency of aircraft for the second point in time or the second period, c. Comparison of the steps a. and b. determined adjustable physical parameters, i. Determination of the physical parameters that can be adjusted causally for differences in fuel efficiency.
  • Fuel efficiency can be identified. For example, faulty or poorly working system components (such as aerodynamic surfaces) can be identified.
  • the present invention further relates to a method for comparing the fuel efficiency of at least two aircraft, using a simulation model set up and optimized according to one of claims 1 to 9 for each of these aircraft.
  • the process is characterized by the following steps: a. Carrying out a method according to one of claims 1 to 9 for each of these aircraft, b. Comparison of the adaptable physical parameters determined for each of these aircraft by optimization calculation
  • the method according to the invention makes it possible to compare the parameters defined by the optimization calculation with those of other aircraft and to identify any deviations.
  • the effects of the deviations can be assessed using the overall model.
  • the present invention further comprises a computer program product designed to carry out a method according to one of claims 1 to 12.
  • FIG. 1 a schematic flow diagram to illustrate the method according to the invention for evaluating the fuel efficiency of aircraft
  • FIG. 2 shows a schematic diagram to illustrate the simulation model according to the invention
  • FIG. 3 shows a schematic flow diagram to illustrate the acquisition of physical measured variables according to the invention
  • Figure 4 a comparison of a measured specific fuel consumption and a simulated specific fuel consumption obtained with the help of the invention over time.
  • a method according to the invention for evaluating the fuel efficiency of an aircraft is explained below.
  • the fuel efficiency is particularly considered before and after making a modification to the aircraft.
  • the modification carried out involves the attachment of so-called winglets to the main wings of the aircraft in question.
  • This modification affects the aerodynamics of the aircraft, which has a positive effect on fuel efficiency.
  • the method according to the invention can be used to quantify this positive effect with high accuracy.
  • Figure 1 shows a schematic flow diagram for illustra tion of the inventive method.
  • a simulation model for calculating the fuel consumption in flight operation for the aircraft under consideration is set up.
  • physical measured variables are determined, which in particular include the actual fuel consumption and also further variables previously described.
  • an optimization calculation for adapting adaptable physical parameters is carried out, so that calculated and according to the simulation model the fuel consumption actually measured in flight operations essentially coincide.
  • the simulation model is based on a physical model of flight operations.
  • the schematic structure of this model is illustrated in FIG. 2.
  • the physical model of flight operation 20 comprises four sub-models: a thermodynamic engine model 21, a kinematic model of flight physics 22, a flow physics model of aerodynamics 23 and a model of system technology 24.
  • the physical model of flight operation 20 is based on the principle of energy conservation. With the help of the thermodynamic engine model 21, in combination with the kinematic model of the flight physics 22 and the flow-physical model of the aerodynamics 23, the amount of fuel required is mathematically simulated in order to generate a desired advance, with which flight operations can be maintained. In addition, the model of system technology 24 is incorporated in order to take into account the energy consumption of the system components of the aircraft.
  • FIG. 2 shows that physical constants 26 and physical measured variables 27 flow into the model 20.
  • the model 20 also includes adaptable physical parameters 25.
  • the physical constants 26 are fixed physical quantities such as gravitational acceleration.
  • the physical measured variables 27 are measured during the flight operation of the aircraft in question as part of the method step 14.
  • One of the measured physical parameters is the aircraft's actual fuel consumption.
  • an optimization calculation is carried out with the aid of the simulation model.
  • the adaptable physical parameters 25 are changed by the optimization calculation such that the measured actual fuel consumption of the aircraft coincides with the fuel consumption calculated in the context of the simulation model, which is necessary to maintain the respective flight status.
  • the result of this optimization calculation is a plurality of adapted physical parameters 28. Using the adapted physical parameters 28, the fuel efficiency of the aircraft can be concluded with high accuracy.
  • FIG. 3 shows a further schematic flow diagram to illustrate the acquisition of the physical measured variables according to the invention.
  • flight data 30 of the aircraft under consideration are first collected in the exemplary embodiment.
  • the flight data are taken from a so-called Quick Access Recorder (QAR) 31 and from maintenance and repair lists 32 of the aircraft to be examined.
  • QAR Quick Access Recorder
  • the determination of flight data using a QAR is generally known and will not be explained further here.
  • a reduced data record 34 is created from the present flight data 30 as part of method step 33. On the one hand, this is done by selecting only those data for the subsequent simulation that have shown a sufficient influence on fuel consumption in a previous sensitivity analysis. In addition, only those flight data 30 are taken into account which are 4 months before and four months after the retrofitting mentioned above were captured by winglets. This time division takes place on the basis of the maintenance and repair lists 32, from which the time of the retrofit is evident. In addition, it is ensured as part of method step 33 that no further modifications to the aircraft were carried out in the period under consideration which could have a significant influence on fuel efficiency. This can be done, for example, by manually reviewing the maintenance, modification and maintenance measures. The result of the selection, checking and time limitation according to method step 33 is the reduced data record 34.
  • the physical measurement variables 27 according to the invention are subsequently generated in the course of method step 35.
  • This is done by first defining 34 cruise events based on the reduced data set.
  • a cruise event is defined by a time window within which the flight data contained in the reduced data set 34 satisfy certain requirements. For example, it can be stipulated that the Mach number of the aircraft may move within a tolerance range of 0.006 around an average value within a time window under consideration, so that the data record for defining the cruise event comes into question.
  • Corresponding tolerance ranges can also be specified for other flight data of data set 34.
  • a cruise flight event can be generated if the tolerance range for all specified flight data is adhered to in a considered time window.
  • a cruise event can also be defined as a time window within which the aircraft has flown straight ahead at a predetermined height. Geographic data and / or weather data and / or atmospheric data can also be taken into account for the determination.
  • Each of the specified cruise events is subsequently carried out in the course of method step 35, averaging the flight data over time.
  • the temporal mean values of the flight data formed over a travel flight event represent physical measurement variables 27 in the following.
  • the physical measurement variables 27 obtained in this way are now divided into such physical measurement variables 27a, which originate from the period before the retrofitting was carried out (hereinafter referred to as period 1) ) and in physical measurement quantities 27b, which originate from the period after the retrofitting was carried out (hereinafter referred to as period 2).
  • the physical measured variables 27a from period 1 are first fed to the simulation model and a corresponding optimization calculation is carried out to calculate adapted physical parameters 28a.
  • the physical measurement variables 27b of the period 2 are then fed to the simulation model and adapted parameters 28b are determined.
  • Exemplary adapted parameters 28a, 28b are given in the table below.
  • the parameters mentioned denote the zero lift coefficient C A o, the derivative dependent on the angle of attack C Aa , the zero resistance coefficient C wo , the coefficient for the linear portion of the induced resistance k lr the coefficient for the quadratic portion of the induced resistance k 2 and the pressure loss in the combustion chamber p BK .
  • the method according to the invention enables the influence of the modification (retrofitting of winglets) on the fuel efficiency of the aircraft to be understood and determined in an extremely precise manner.
  • the influence of the modification can be determined on the basis of the various ascertained adapted physical parameters 28 (or 28a and 28b) are broken down in their effects, so that a significantly improved understanding of the effects of the measure undertaken can be obtained.
  • the method according to the invention can also be used to quantify with high accuracy what actual effect the retrofitting has on fuel consumption.
  • the simulation model according to the invention using the simulation model according to the invention, the specific fuel flow that the aircraft would have had in the second period if the retrofit had not been carried out can be simulated.
  • the physical measurement variables 27b are supplied to the simulation model, the parameters 28a obtained from the first period being used instead of the above-mentioned parameters 28b in the simulation. Since the parameters 28a represent the state before the retrofitting was carried out, this procedure can be used to calculate a hypothetical specific fuel flow which would have been necessary in the second period if the modification had not been carried out. This hypothetical specific fuel flow is shown in FIG. 4 for the second period.
  • the fuel flow is plotted over time in FIG.
  • the time of retrofitting the winglets is marked by the marking 43.
  • the solid line 41 shows the actually measured specific fuel flow in Over time.
  • Dashed line 42 shows the above-mentioned hypothetical specific fuel flow over time for the second period.
  • the difference between the dashed line and the solid line in the second period represents the actual specific fuel savings of the aircraft, which was achieved by the retrofitting.
  • the accuracy of the fuel savings can be determined in this way much more accurately than is possible with methods known from the prior art.
  • the method described above can also be used in an analogous manner to determine the above-mentioned adapted physical parameters if no modification is made to the aircraft. Based on changes in the adapted physical parameters over time, a conclusion can be drawn about the condition of the aircraft. In particular, the condition of those parts and components of the aircraft that have an influence on the respective adapted physical parameters can be monitored. In this way, deterioration of these parts or components can be determined, which would not be noticed or would be noticed only at a late stage in normal maintenance measures.
  • the method according to the invention can also be used in an analogous manner in order to compare two different, preferably identical, aircraft.
  • the method according to the invention can also be used to predict in what way a planned modification will influence fuel consumption. To do this, an estimate must be made of the manner in which the planned modification will change the adaptable physical parameters. The correspondingly changed physical Parameters can then flow into the simulation model and the likely impact on fuel consumption can be determined accordingly.

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Abstract

L'invention concerne un procédé d'évaluation du rendement énergétique d'aéronefs. L'invention est caractérisée par les étapes suivantes : a. mettre en place un modèle de simulation pour calculer la consommation de carburant en vol sur la base d'un modèle physique du vol, le modèle de simulation comprenant des constantes physiques, des grandeurs de mesure physiques et des paramètres physiques adaptables ; b. mesurer les grandeurs de mesure physiques en vol, les grandeurs de mesure physiques comprenant la consommation de carburant réelle ; c. effectuer un calcul d'optimisation pour adapter les paramètres physiques adaptables de telle sorte que la consommation de carburant calculée selon le modèle de simulation et réellement mesurée coïncident sensiblement en vol. L'invention concerne également un procédé de prédiction de l'influence d'une modification d'un aéronef sur son rendement énergétique, un procédé de détermination de la variation du rendement énergétique d'un aéronef entre un premier instant ou intervalle de temps et un deuxième instant ou intervalle de temps, et un procédé de comparaison du rendement énergétique d'au moins deux aéronefs. Ces autres procédés utilisent le procédé selon l'invention pour évaluer le rendement énergétique d'aéronef. L'invention concerne également un produit programme informatique correspondant. Le procédé de l'invention permet des évaluations extrêmement précises du rendement énergétique avec une résolution temporelle élevée.
PCT/EP2019/080998 2018-11-13 2019-11-12 Procédé d'évaluation du rendement énergétique d'aéronefs WO2020099389A1 (fr)

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DE102018128356.3 2018-11-13
DE102018128356.3A DE102018128356A1 (de) 2018-11-13 2018-11-13 Verfahren zur Bewertung der Treibstoffeffizienz von Luftfahrzeugen

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CN114117967A (zh) * 2021-12-28 2022-03-01 北京航空航天大学 一种飞行包线下飞机油箱内燃油温度的动态快速预测方法
CN114491789A (zh) * 2021-12-27 2022-05-13 中国航天空气动力技术研究院 钝头体高超声速飞行器飞行参数预测方法、系统及设备
CN115236998A (zh) * 2022-06-21 2022-10-25 江苏锐天智能科技股份有限公司 一种仿真飞行中飞机燃油油耗监控系统及方法

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CN113218469B (zh) * 2021-04-30 2024-02-13 西安沃祥航空科技有限公司 一种用于飞机燃油测量控制半实物仿真的系统及方法
CN113306730B (zh) * 2021-07-09 2022-05-03 中国民航科学技术研究院 基于手动模式的飞机颠簸判断方法及系统

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CN114491789A (zh) * 2021-12-27 2022-05-13 中国航天空气动力技术研究院 钝头体高超声速飞行器飞行参数预测方法、系统及设备
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CN115236998A (zh) * 2022-06-21 2022-10-25 江苏锐天智能科技股份有限公司 一种仿真飞行中飞机燃油油耗监控系统及方法
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