WO2021134851A1

WO2021134851A1 - Aircraft engine emissions quantity measurement method and apparatus

Info

Publication number: WO2021134851A1
Application number: PCT/CN2020/073129
Authority: WO
Inventors: 吴烨; 张敬然; 张少君; 郝吉明
Original assignee: 清华大学
Priority date: 2020-01-03
Filing date: 2020-01-20
Publication date: 2021-07-08
Also published as: CN111198101A; CN111198101B

Abstract

An aircraft engine emissions quantity measurement method and apparatus, relating to the field of aerospace technology. Said method comprises: obtaining four dimensional data and corresponding meteorological data of an aircraft during flight, the four dimensional data comprising the latitude and longitude, the altitude, and the flying time of the aircraft; determining a fuel consumption rate of the aircraft at said altitude on the basis of the four dimensional data of the aircraft; determining emission factors of the emissions according to emission types and the four dimensional data and meteorological data of the aircraft; and obtaining the aircraft engine emissions quantity according to the flying time of the aircraft and the emission factors and fuel consumption rate of the aircraft at said altitude. Measuring data using the present method is more accurate, providing powerful data assurances to aircraft emission quantity control.

Description

Method and device for measuring emissions of aircraft engine emissions

Technical field

The present disclosure relates to the field of aerospace technology, and in particular to a method and device for measuring emissions of aircraft engines.

Background technique

With the rapid economic development in recent years, the traffic demand for airplane travel has shown a rapid growth trend. The burning of aviation kerosene in aircraft engines will cause the emission of many pollutants and the burden of carbon dioxide. On the one hand, airplanes are an important source of man-made nitrogen oxide and black carbon emissions in the stratosphere, which will affect atmospheric aerosol radiation. Pollutant emissions from airplanes during take-off and landing at airports will cause the deterioration of the surrounding air quality and threaten residents’ Good health; on the other hand, aircraft is an important source of carbon dioxide emissions, and as aircraft activity levels continue to rise, it will become an important factor affecting global warming.

Among the related technologies, there are fewer simulation methods for aircraft emission factors. The "Technical Guidelines for the Compilation of Non-road Mobile Source Air Pollutant Emissions Inventory" adopts a method based on the number of take-off and landing (LTO, Landing and take-off) cycles for aircraft emissions. The same discharge amount is set for each cycle. This method is simple to calculate and highly efficient, but does not distinguish between different models, engines, and flying distances, which is far from the actual one. The measurement methods for aircraft engine emissions in the prior art are all based on simplified assumptions to a greater extent, and the simulation results are not accurate enough.

Summary of the invention

In order to overcome the problems existing in the related art, the present disclosure provides a method and device for measuring the emissions of aircraft engine emissions.

According to a first aspect of the embodiments of the present disclosure, there is provided a method for measuring emissions of aircraft engine emissions, including:

Acquiring four-dimensional data and corresponding meteorological data of the aircraft during the flight, where the four-dimensional data includes the latitude, longitude, altitude, and flight time of the aircraft;

Determine the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

According to the four-dimensional data and emission factors of the aircraft, the emissions of the aircraft engine emissions are obtained.

Optionally, the acquiring four-dimensional data and corresponding meteorological data of the aircraft during flight includes:

Receiving broadcast-type automatic correlation monitoring signals, and obtaining four-dimensional data of the aircraft during flight from the broadcast-type automatic correlation monitoring signals;

Obtain meteorological data matching the four-dimensional data from the upper-air meteorological data.

Optionally, when the emissions are nitrogen oxides, hydrocarbons or carbon monoxide,

The determining the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft includes:

Determine the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft;

Determine the sea level reference emission factor according to the preset association relationship between the reference fuel consumption rate of the aircraft and the sea level reference emission factor;

The meteorological data is used to correct the sea level reference emission factor to obtain the emission factor at the altitude of the aircraft.

Optionally, said determining the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft,

Determine the fuel consumption rate at the altitude of the aircraft according to the four-dimensional data of the aircraft;

The meteorological data is used to correct the fuel consumption rate to obtain the reference fuel consumption rate of the aircraft.

Optionally, when the emissions are black carbon,

Acquiring smoke and bypass ratio data corresponding to the engine type of the aircraft;

Determine the flight stage of the aircraft according to the preset correspondence between the flight altitude of the aircraft and the flight stage;

Based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determining the volume concentration factor of the emissions at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel burned;

The emission factor of the emissions is obtained by multiplying the volume concentration factor by the exhaust gas volume flow per kilogram of fuel burned.

Optionally, the fuel consumption rate is determined based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, and the volume concentration factor of the emissions at the altitude of the aircraft and the amount of fuel burned per kilogram Exhaust volume flow, including:

Based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determining the sea level reference volume concentration factor of emissions and the exhaust volume flow rate per kilogram of fuel burned;

The meteorological information is used to correct the sea level reference volume concentration factor to obtain the volume concentration factor at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel combustion.

Optionally, when the emission is black carbon, the emission factor includes a quantity emission factor of black carbon,

Determine the quality emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

Determine the geometric mean diameter of the black carbon particles according to the correlation between the mass emission factor and the geometric mean diameter of the black carbon particles;

Based on the mass emission factor and the geometric mean diameter of the black carbon particles, the amount of the black carbon is determined.

Optionally, the flight time includes an interval time for receiving the broadcast-type automatic correlation monitoring signal during the flight,

According to the four-dimensional data and emission factors of the aircraft, obtaining the emissions of the aircraft engine emissions includes:

Multiplying the fuel consumption rate of the aircraft corresponding to the time when the broadcast-type automatic correlation monitoring signal is received by the interval time to obtain the fuel consumption within the interval;

The fuel consumption is multiplied by the emission factor to obtain the emission amount of the aircraft engine emission within the interval.

According to a second aspect of the embodiments of the present disclosure, there is provided a device for measuring emissions of aircraft engine emissions, including:

An acquisition module for acquiring four-dimensional data and corresponding meteorological data during the flight of the aircraft, the four-dimensional data including the latitude and longitude, altitude, and flight time of the aircraft;

The first determining module is used to determine the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

The calculation module is used to obtain the emission amount of the aircraft engine emissions according to the flight time of the aircraft, the fuel consumption rate at the altitude of the aircraft, and the emission factor.

Optionally, the acquisition module includes:

The receiving sub-module is used to receive the broadcast-type automatic correlation monitoring signal, and obtain the four-dimensional data of the aircraft during the flight from the broadcast-type automatic correlation monitoring signal;

The matching sub-module is used to obtain meteorological data matching the four-dimensional data from the high-altitude weather data.

Optionally, the emissions are nitrogen oxides, hydrocarbons, or carbon monoxide, and the first determining module includes:

The first determining sub-module is configured to determine the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft;

The second determining sub-module is used for the preset association relationship between the reference fuel consumption rate of the aircraft and the sea level reference emission factor to determine the sea level reference emission factor;

The correction sub-module is used to correct the sea level reference emission factor by using the meteorological data to obtain the emission factor at the altitude of the aircraft.

Optionally, the first determining submodule includes:

The first determining unit is configured to determine the fuel consumption rate at the altitude of the aircraft according to the four-dimensional data of the aircraft;

The correction unit is configured to use the meteorological data to correct the fuel consumption rate to obtain the reference fuel consumption rate of the aircraft.

Optionally, the emission is black carbon, and the first determining module includes:

The acquiring sub-module is used to acquire the smoke degree and bypass ratio data corresponding to the engine type of the aircraft;

The third determining sub-module is configured to determine the flight stage of the aircraft according to the preset correspondence between the flight altitude and the flight stage of the aircraft;

The fourth determining sub-module, based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determines the volume concentration factor of emissions at the altitude of the aircraft and the exhaust volume per kilogram of fuel burned flow;

The calculation sub-module is used for multiplying the volume concentration factor by the exhaust gas volume flow per kilogram of fuel burned to obtain the emission factor of the emissions.

Optionally, the fourth determining submodule includes:

The second determining unit is configured to determine the sea level reference volume concentration factor of black carbon emissions and the emissions per kilogram of fuel burned based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft. Air volume flow;

The calculation unit is configured to use the meteorological information to correct the sea level reference volume concentration factor to obtain the volume concentration factor at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel burned.

Optionally, when the emission is black carbon, the emission factor includes a quantity emission factor of black carbon, and the first determining module includes:

The fifth determining sub-module is used to determine the quality emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

The sixth determining sub-module determines the geometric average diameter of the black carbon particles according to the correlation between the mass emission factor and the geometric average diameter of the black carbon particles;

The seventh determining sub-module is configured to determine the amount of black carbon based on the mass emission factor and the geometric average diameter of the black carbon particulate matter.

Optionally, the flight time includes an interval time for receiving the broadcast-type automatic correlation monitoring signal during the flight, and the calculation module includes:

The first calculation sub-module is configured to use the fuel consumption rate of the aircraft at the time of receiving the broadcast automatic correlation monitoring signal multiplied by the interval time to obtain the fuel consumption within the interval;

The second calculation sub-module uses the fuel consumption to be multiplied by the emission factor to obtain the emission amount of the aircraft engine emission within the interval.

According to a third aspect of the embodiments of the present disclosure, there is provided an aircraft engine emission measurement device, which is characterized in that it includes:

processor;

A memory for storing processor executable instructions;

Wherein, the processor is configured to execute the method described in any embodiment of the present disclosure.

According to a fourth aspect of the embodiments of the present disclosure, there is provided a non-transitory computer-readable storage medium. When instructions in the storage medium are executed by a processor, the processor can execute the instructions according to any one of the embodiments of the present disclosure. Methods.

The technical solutions provided by the embodiments of the present disclosure may include the following beneficial effects: the present disclosure uses the accurate four-dimensional data of the aircraft and the meteorological data matching the four-dimensional data to measure the pollutant emission, which is different from the traditional comparison-based measurement. A large degree of simplified hypothetical methods, such as the great circle hypothesis method, the measured data is more accurate, and is different from the traditional measurement of emissions only in the LTO phase. This disclosure adds the measurement of emissions during the CCD phase. Provide strong data guarantee for the control of aircraft emissions.

It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure.

Description of the drawings

The drawings herein are incorporated into the specification and constitute a part of the specification, show embodiments consistent with the disclosure, and are used together with the specification to explain the principle of the disclosure.

Fig. 1 is an application scenario diagram showing a method for measuring emissions of aircraft engine emissions according to an exemplary embodiment.

Fig. 2 is a flow chart showing a method for measuring emissions of aircraft engine emissions according to an exemplary embodiment.

Fig. 3 is a block diagram showing a device for measuring emissions of aircraft engine emissions according to an exemplary embodiment.

Fig. 4 is a block diagram showing a device for measuring emissions of aircraft engine emissions according to an exemplary embodiment.

Fig. 5 is a block diagram showing a device for measuring emissions of aircraft engine emissions according to an exemplary embodiment.

Detailed ways

The exemplary embodiments will be described in detail here, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementation manners described in the following exemplary embodiments do not represent all implementation manners consistent with the present disclosure. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

In order to facilitate those skilled in the art to understand the technical solutions provided by the embodiments of the present disclosure, the following first describes the technical environment implemented by the technical solutions.

The simulation of aircraft emission factors in the "Technical Guidelines for the Compilation of Air Pollutant Emission Inventory of Non-road Mobile Sources" adopted in related technologies adopts a method based on the number of take-off and landing (LTO, Landing and take-off) cycles, and the setting is the same for each cycle Emissions. This method has simple calculations and high efficiency, but does not distinguish between different models, engines, and flight distances, and does not consider the emission factors of the aircraft cruise process (CCD, Climb-Cruise-Descend), which is far from the actual situation.

Internationally, the emission simulation of aircraft take-off and landing (LTO) mainly adopts the fuel consumption rate and emission factor published by the International Civil Aviation Organization (ICAO) for different engines in the four stages of LTO (takeoff, climb, landing, taxiing) , Is obtained by multiplying the emission factor of each stage by the standard time in the model. However, due to the different scales of airports, the take-off and landing cycle time of different airports and aircraft vary greatly, resulting in large simulation deviations.

For the emission simulation of aircraft during cruise, the current mainstream methods are based on the great circle assumption, that is, given two points on the sphere, the shortest length curve between the two points on the sphere is the great circle range line. This assumption ignores the specific conditions of different airports and routes, and there is a gap with actual routes. The mainstream methods for simulating emission factors during cruise include the Boeing emission method for fuel consumption rate and nitrogen oxides (Boeing Method 2), and the first-order approximation method for black carbon emissions (First Order Approximation (FOA) 3.0), Smoke Correlation for Particle Emissions, Formation Oxidation (FOX), etc. These methods all require corrections for pressure, temperature and humidity at the location of the aircraft. However, because the great circle hypothesis cannot cover the accurate time and space position, the accuracy of the correction has a large error.

Based on actual technical requirements similar to those described above, the present disclosure provides a method for measuring the emissions of aircraft engines.

Fig. 1 is an application scenario diagram showing a method for measuring emissions of aircraft engine emissions according to an exemplary embodiment. Refer to Figure 1,

The aircraft of the present disclosure may include an aircraft, and the measurement of engine emissions of the aircraft is based on the actual trajectory of the aircraft, covering the entire flight of the aircraft. This disclosure divides the entire flight of the aircraft into an LTO phase and a CCD phase. Those below the height of the mixed layer are the LTO phase, and those higher than the height of the mixed layer are the CCD phase. The height of the mixed layer can be obtained through meteorological data; if there is no meteorological data, the mixed The default value of the floor height is 3000 feet. The LTO phase is divided into four phases: take-off, climb, landing and taxiing. The CCD phase is divided into three phases: ascending, cruising and descending. The aircraft uses broadcast-type automatic related monitoring technology to continuously broadcast its own location and other information on a regular basis. This signal is received through the receiving device and stored in the server to determine the actual time-space information of the aircraft's flight. Input the time of receiving the signal and the location information of the aircraft into the high-altitude weather data to obtain the real-time meteorological information of the location of the aircraft, and then use the meteorological information to correct the fuel consumption rate and emission factor of the aircraft to obtain the aircraft receiving signal The fuel consumption rate and emission factor at the altitude at the moment. The fuel consumption rate at each time when the signal is received can be used as the fuel consumption rate in the time interval between this signal and the next signal, and the fuel consumption rate is multiplied by the interval time to obtain the fuel consumption in the interval time, and the fuel consumption is used Multiplied by the emission factor of each type of emission, the emission amount of each type of emission within the interval can be obtained, and through accumulation, the total emission amount of each type of emission during the entire sailing phase can be obtained.

The method for measuring the emissions of aircraft engine emissions according to the present disclosure will be described in detail below with reference to FIG. 2. 2 is a method flowchart of an embodiment of a method for measuring emissions of aircraft engine emissions provided by the present disclosure. Although the present disclosure provides method operation steps as shown in the following embodiments or drawings, more or less operation steps may be included in the method based on conventional or without creative labor. In steps where there is no necessary causal relationship logically, the execution order of these steps is not limited to the execution order provided by the embodiments of the present disclosure.

Specifically, an embodiment of the method for measuring emissions of aircraft engine emissions provided by the present disclosure is shown in Fig. 2, which includes:

Step S201: Obtain four-dimensional data and corresponding meteorological data during the flight of the aircraft. The four-dimensional data includes the latitude and longitude, altitude, and flight time of the aircraft.

In the embodiments of the present disclosure, the aircraft include aircraft, spacecraft, rockets, etc., the aircraft such as balloons, airships, airplanes, etc., and the spacecraft include artificial earth satellites, manned spacecraft, space probes, and airplanes. In the flight, some aircraft, such as airplanes, obtain their own four-dimensional data through satellite positioning, inertial navigation positioning or other positioning methods, and transmit the four-dimensional data to the ground or other aircraft through radio communication or satellite communication. , To ensure that the aircraft realizes air-to-air, air-to-ground, and air-to-sea data communications in the sky, and completes operations such as navigation, landing and air formation. The embodiments of the present disclosure can obtain the four-dimensional data of the aircraft through radio reception or satellite reception. The corresponding meteorological data in the embodiment of the present disclosure includes meteorological data corresponding to the position of the aircraft at the determined time, determined latitude and longitude, and poster height, and the meteorological data includes information such as temperature, humidity, atmospheric pressure, etc. Data on the impact of aircraft emission factors.

Step S202: Determine the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft.

In the embodiments of the present disclosure, the types of emissions include nitrogen oxides, hydrocarbons, carbon monoxide, black carbon, carbon dioxide, water, and sulfur dioxide. In one example, the emission factor of the emissions can be obtained according to the characteristics of the pollutants and the fuel consumption rate by using the principle of conservation of materials; in another example, the emission factor of the emissions can be obtained according to the smoke information corresponding to the aircraft engine type and The fuel consumption rate data at the altitude of the aircraft, determine the volume concentration factor of emissions and the volumetric flow rate of exhaust per kilogram of fuel combustion, determine the emission factor of the emissions; in another example, the emission factor of the LTO phase can be statistically analyzed with this The correlation between the reference fuel consumption rates of the phases, the reference emission factor of the CCD phase is determined by the fuel consumption rate of the CCD phase obtained in the above steps, and the reference emission factor is corrected to obtain the emission factor of the emissions . It should be noted that the method of obtaining the emission factor is not limited to the above examples, and those skilled in the art may also make other changes under the enlightenment of the technical essence of the application, but as long as the functions and effects achieved are the same as or Similar, should be covered in the scope of protection of this application.

Step S203: Obtain the emissions of the aircraft engine emissions according to the four-dimensional data and emission factors of the aircraft.

In the embodiments of the present disclosure, in an example, since the fuel consumption rate at the altitude of the aircraft changes in real time according to the flight time or the longitude, latitude, or altitude of the aircraft, a preset time interval can be determined. Within, the fuel consumption rate is considered unchanged, and the fuel consumption rate at the previous moment is multiplied by the time interval to obtain the fuel consumption during this time interval, where the fuel consumption rate can be based on the four-dimensional data of the aircraft. It is determined in the known database that, similarly, it can be considered that the emission factor does not change within this time interval. The emission factor at the previous moment is multiplied by the fuel consumption to obtain the emission amount of the emission in this time interval. . In another example, the flight phase of the aircraft can be determined according to the four-dimensional data of the aircraft, such as the take-off, climb, landing, taxiing in the LTO phase or the ascent, cruise, and descent phases in the CCD phase, using the average of the flight phase. The fuel consumption rate is multiplied by the emission factor and the duration of each flight phase to obtain the emissions of the flight phase.

The present disclosure uses the accurate four-dimensional data of the aircraft and the meteorological data that matches the four-dimensional data to determine the pollutant emissions, which is different from the traditional method based on a larger degree of simplified assumptions, such as the great circle assumption. Therefore, The measured data is more accurate, and is different from the traditional measurement of emissions only in the LTO phase. This disclosure adds the measurement of emissions during the CCD phase, which provides a strong data guarantee for the control of emissions from aircraft. .

In a possible implementation, the step S201 is to obtain four-dimensional data and corresponding meteorological data of the aircraft during the flight. The four-dimensional data includes the latitude, longitude, altitude, and flight time of the aircraft, including:

Step S2011, receiving a broadcast-type automatic correlation monitoring signal, and obtaining four-dimensional data of the aircraft during flight from the broadcast-type automatic correlation monitoring signal;

Step S2012: Obtain meteorological data matching the four-dimensional data from the high-altitude weather data.

In the embodiments of the present disclosure, the broadcast-type automatic correlation monitoring is an aircraft monitoring technology. The aircraft determines its own position through a satellite navigation system or other positioning systems, and performs regular broadcasts so that it can be tracked. The broadcast-type automatic related monitoring signal includes the flight number of the aircraft, the departure airport, the arrival airport, the planned departure time, the planned arrival time, the actual departure time, the actual arrival time, the aircraft type, the number of seats, the data transmission time, and the horizontal speed. , Vertical speed, longitude, latitude, altitude and other information, so the four-dimensional data of the aircraft during flight can be obtained by receiving broadcast automatic related monitoring signals.

In the embodiments of the present disclosure, the meteorological data can be obtained through high-altitude weather data simulation. In an example, the meteorological data includes atmospheric pressure, temperature, and humidity. The meteorological data can be obtained in the following manner. According to the broadcast automatic correlation monitoring, the time, altitude, longitude and latitude of the aircraft are obtained. , Input the time, altitude, longitude, and latitude information into the high-altitude meteorological data simulation software to obtain the corresponding pressure, temperature and humidity information; in another example, if the spatial resolution of the meteorological data is insufficient, you can pass The three-dimensional interpolation function interpolates to obtain the meteorological data of the corresponding position.

The broadcast-type automatic correlation monitoring used in the present disclosure provides an implementation basis for the implementation of the solution, and by simulating high altitude meteorological data, meteorological data matching the four-dimensional data is obtained, especially if the spatial resolution of the meteorological data is insufficient, The matching meteorological data can be obtained by the method of function interpolation, which provides accurate data resources for the measurement of emissions.

In a possible implementation manner, the emissions are nitrogen oxides, hydrocarbons, or carbon monoxide, and in step S202, according to the types of emissions and the four-dimensional data and meteorological data of the aircraft, determine the Emission factors. include:

Step S2021: Determine the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft;

Step S2022: Determine the sea level reference emission factor according to the preset association relationship between the reference fuel consumption rate of the aircraft and the sea level reference emission factor;

Step S2023: Use the meteorological data to correct the sea level reference emission factor to obtain the emission factor at the altitude of the aircraft.

In the embodiment of the present disclosure, the method for obtaining the reference fuel consumption rate may include: using the average fuel consumption rate in the LTO phase given by the ICAO engine emission database as the reference fuel consumption rate; or using meteorological data to determine the aircraft’s fuel consumption rate. The fuel consumption rate of the altitude is corrected. The fuel consumption rate of the altitude of the aircraft can be obtained from the electronic flight recorder or the aircraft performance model (aircraft performance model, which is used to simulate the performance data of the aircraft in each flight stage). Fuel consumption rate at different altitudes.

In the embodiments of the present disclosure, in an example, if the emissions are nitrogen oxides, the preset association relationship between the aircraft's reference fuel consumption rate and the sea level reference emission factor can be obtained in the following manner, and the LTO The fuel consumption rate and emission factor of the four phases of take-off, climb, landing, and taxiing in the phase are all logarithms based on 10, and the two sets of logarithms are linearly regressed and brought into the reference fuel consumption rate to obtain the CCD The reference emission factor at sea level for each signal in the phase. In another example, if the emissions are hydrocarbons and carbon monoxide, the predetermined association relationship between the fuel consumption rate at the altitude of the aircraft and the sea level reference emission factor can be obtained in the following manner: The fuel consumption rate and emission factor of the four stages of landing and taxiing are all logarithms based on 10, which is a bilinear least squares fitting curve. The two curves are extrapolated to the intersection point to obtain a bilinear relationship. And bring in the reference fuel consumption rate through the graph, and confirm that the reference emission factor at sea level for each signal in the CCD phase is obtained. It should be noted that the predetermined association relationship between the fuel consumption rate at the altitude of the aircraft and the sea level reference emission factor is not limited to the above examples, and those skilled in the art may also make other changes under the enlightenment of the technical essence of this application. However, as long as the functions and effects achieved are the same or similar to those of this application, they shall be covered by the scope of protection of this application.

In the embodiments of the present disclosure, in an example, the emissions are nitrogen oxides, the meteorological information includes temperature, atmospheric pressure, and humidity, and the meteorological information is used to correct the sea level reference emission factor, include:

The nitrogen oxide emission factor EI _{NOX of} the aircraft at the altitude is calculated by the following formula (1),

EI _NOX = REI _NOX exp(-19.0×(ω-0.0063))(θ _amb ^3.3 /δ _amb ^1.02 ) ^-0.5 (1)

θ _amb =T _amb /288.15 (2)

δ _amb =P _amb /101325 (3)

Among them, REI _NOX is the reference emission factor at sea level, the unit is mg/kg, EI _NOX is the calculated emission factor at the altitude of the signal, the unit is mg/kg, ω is the absolute humidity drawn by the engine, and θ _amb is the intake temperature of the engine and The ratio of sea level temperature, δ _amb is the ratio of engine suction atmospheric pressure to sea level atmospheric pressure, P _amb and T _amb are the pressure (Pa) and temperature (K) of the actual position of the signal. Ma is the Mach number of the aircraft cruising.

In another example, the emissions are hydrocarbons and carbon monoxide, the meteorological information includes temperature and atmospheric pressure, and the use of the meteorological information to correct the sea level reference emission factor includes:

The hydrocarbon emission factor EI _{HC of} the aircraft at the altitude is calculated by the following formula:

EI _HC = REI _HC ×θ _amb ^3.3 /δ _amb ^1.02 (4)

The carbon monoxide emission factor EI _{CO of} the aircraft at the altitude is calculated by the following formula:

EI _CO ＝REI _CO ×θ _amb ^3.3 /δ _amb ^1.02 (5)

Among them, REI _HC and REI _CO are the sea level reference emission factor of hydrocarbons and the sea level reference emission factor of carbon monoxide respectively, and δ _amb and θ _amb are the same as the definitions of formula (2) and formula (3).

It should be noted that the method of using the meteorological information to modify the sea level reference emission factor is not limited to the above examples, and those skilled in the art may also make other changes under the enlightenment of the technical essence of this application, but as long as The realized functions and effects are the same or similar to those of this application, and should be covered by the scope of protection of this application.

The embodiments of the present disclosure statistically analyze the relationship between the reference fuel consumption rate of the aircraft and the sea-level reference emission factor, thereby determining the sea-level reference emission factor. The method is scientific and accurate, and is the measurement of the emission amount of the program. Provide reliable data support.

In a possible implementation, the step S2021, determining the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft, includes:

Step S2024: Determine the fuel consumption rate at the altitude of the aircraft according to the four-dimensional data of the aircraft;

Step S2025: Use the meteorological data to correct the fuel consumption rate to obtain a reference fuel consumption rate of the aircraft.

In the embodiments of the present disclosure, the fuel consumption rate at the altitude of the aircraft may be determined according to the manner in any of the foregoing embodiments. The use of the meteorological data to correct the fuel consumption rate to obtain the reference fuel consumption rate of the aircraft includes formula (6):

Among them, W _ff is the reference fuel consumption rate in kg/s, and W _f is the fuel consumption rate in kg/s.

In a possible implementation manner, the emission is black carbon, and in step S202, the emission factor of the emission is determined according to the type of emission and the four-dimensional data and meteorological data of the aircraft. include:

Step S2026: Obtain smoke and bypass ratio data corresponding to the engine type of the aircraft;

Step S2027: Determine the flight stage of the aircraft according to the preset correspondence between the flight altitude of the aircraft and the flight stage;

Step S2028, based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determine the volume concentration factor of black carbon emissions at the altitude of the aircraft and the exhaust volume per kilogram of fuel burned flow;

Step S2029, multiplying the volume concentration factor by the exhaust volume flow rate per kilogram of fuel burned to obtain the emission factor of the emissions.

In the embodiments of the present disclosure, the engine type of the aircraft can be obtained through research on airlines, and it is determined that each aircraft matches one or more engine types. The parameter data corresponding to the engine, such as smoke data, can be obtained from the engine emission database published by the International Civil Aviation Organization. In another example, the smoke data in the CCD stage can be obtained by fitting the relationship between the fuel consumption rate and the smoke degree, including: fitting the fuel consumption rate and smoke data of different engines in the LTO stage to obtain The function relationship between fuel consumption rate and smoke degree. Substituting the fuel consumption rate in the CCD stage to obtain the smoke data in the CCD stage. An example of the relationship is as shown in equation (7). f _SN is the relationship between fuel consumption rate and smoke degree The functional relationship obtained by the fitting.

In the embodiment of the present disclosure, the preset correspondence between the flight height of the aircraft and the flight phase may include: comparing the flight height of the aircraft with the mixed layer, the LTO phase is lower than the mixed layer, and the LTO phase is higher than the mixed layer. CCD stage. Comparing the flying height and speed of the aircraft at this moment with the previous moment, it can be specifically judged that it is in the specific stage of LTO or CCD. In one example, if the altitude change is less than the threshold (the default value can be set to 10m), it is judged as the taxiing phase; if the altitude change is greater than the threshold and the altitude increases, it is judged as the take-off or climb phase; if the altitude change is greater than the threshold , And the altitude decreases, it is judged as the landing stage. In the CCD phase, the altitude is compared with the altitude at the previous moment. If the altitude change is less than the threshold (the default value can be set to 100m), it is judged as the cruise phase; if the altitude change is greater than the threshold and the altitude increases, it is judged as the ascending phase , If the altitude change is greater than the threshold and the altitude decreases, it is judged as a descending stage. Among them, the height of the mixed layer can be obtained from the meteorological data of the altitude of the aircraft, and the default value of the mixed layer can be set to 3000 feet.

It should be noted that the setting of the preset correspondence between the flight altitude and the flight phase of the aircraft is not limited to the above examples, and those skilled in the art may also make other changes under the enlightenment of the technical essence of this application, but as long as they are implemented The function and effect of is the same or similar to this application, and should be covered by the protection scope of this application.

In the embodiment of the present disclosure, the volume concentration factor of the black carbon emissions and the exhaust gas burned per kilogram of fuel are determined based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft Volume flow. The method may include a first-order approximation method (First Order Approximation (FOA) 3.0), a smoke Correlation for Particle Emissions method (Smoke Correlation for Particle Emissions), a formation oxidation method (Formation Oxidation (FOX)), and the like. The types of engines tested by each method are different, and the appropriate fitting method can be selected according to the engine type. In an example, in the LTO stage, the volume concentration factor C _{BC of} the black carbon emissions can be obtained by formula (8), and the exhaust gas volume flow rate Q per kilogram of fuel combustion can be obtained by formula (9),

C _BC = f _CBC (SN) (8)

Among them, C _BC is the volume concentration factor, the unit is mg/m ³ , SN is the smoke degree, and f _CBC is the functional relationship obtained by fitting the volume concentration factor of black carbon and the smoke degree data.

Among them, Q is the exhaust volume flow rate per kilogram of fuel burned in m ³ , AFR is the air-fuel ratio, and β is the bypass ratio. The AFR and β may come from data published by the International Civil Aviation Organization or from an engine performance model (engine performance model, used to simulate engine performance parameters under different conditions, such as GasTurb).

In another example, in the CCD phase, it may include converting the sea level reference volume concentration to the BC concentration in the cruise phase. Wherein, the sea level reference volume concentration C _BC,ref can be obtained by the following formula:

C _{BC, ref} = f _CBC (SN) (10)

The exhaust gas volume flow rate Q per kilogram of fuel combustion can be obtained by formula (9).

In the embodiment of the present disclosure, the emission factor of the emission is obtained by multiplying the volume concentration factor by the exhaust gas volume flow rate per kilogram of fuel, which includes formula (11)

EI _BC,m =Q×C _BC (11)

Among them, EI _BC,m represents the mass emission factor of black carbon, and the unit is mg/kg.

It should be noted that the setting of the volume concentration factor of the black carbon emissions at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel combustion are not limited to the above examples. Those skilled in the art, under the enlightenment of the technical essence of this application, Other changes may be made, but as long as the functions and effects achieved are the same or similar to those of this application, they should be covered by the scope of protection of this application.

The embodiments of the present disclosure increase the calculation of emission factors of black carbon emissions, enrich the calculation types of emissions, and provide powerful data guarantee for the emission control of aircraft emissions.

In a possible implementation, step S2028, based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determine the volume concentration factor of black carbon emissions at the altitude of the aircraft And the exhaust volume flow per kilogram of fuel burned, including:

Step S20281, based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determine the sea level reference volume concentration factor of emissions and the exhaust volume flow per kilogram of fuel burned;

Step S20282: Use the meteorological information to correct the sea level reference volume concentration factor to obtain the volume concentration factor at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel burned.

In the embodiments of the present disclosure, the sea level reference volume concentration factor of black carbon emissions and the exhaust gas volume flow per kilogram of fuel combustion can be obtained by any of the above embodiments, and will not be repeated here. Using the meteorological information to correct the sea level reference volume concentration factor to obtain the volume concentration factor at the altitude of the aircraft includes: it can be obtained by correcting the volume concentration factor at the sea level of the aircraft under the same conditions. The influencing factors of the correction include air-fuel ratio, combustion chamber intake pressure and flame core temperature. Specific methods can include DLR (German Aerospace Center) correction method, FOX (formation oxidation) calculation method and so on. You can also select a suitable method according to the type of engine. The volume concentration factor at the altitude of the aircraft can be calculated by the following formula (12),

Among them, P ₃ is the inlet pressure of the combustion chamber, the unit is Pa, P _3,ref is the sea level reference pressure, the unit is Pa, T _fl is the flame core temperature, the unit is K, T _fl,ref is the sea level reference flame core Temperature, the unit is K, AFR _ref is the sea level reference air-fuel ratio, and f _BC is the correction function, which is obtained by fitting the relationship between the altitude of the aircraft and the parameters of the sea level. .

It should be noted that the method of using the meteorological information to correct the sea level reference volume concentration factor is not limited to the above examples, and those skilled in the art may also make other changes under the enlightenment of the technical essence of this application, but As long as the realized functions and effects are the same or similar to those of this application, they should be covered by the scope of protection of this application.

In a possible implementation manner, the emission is black carbon, and the emission factor includes a quantity emission factor of black carbon. In step S203, according to the type of emission and the four-dimensional data and meteorological data of the aircraft , To determine the emission factors of the emissions, including:

Step S2039, determining the quality emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

Step S2040, determining the geometric average diameter of the black carbon particles according to the correlation between the mass emission factor and the geometric average diameter of the black carbon particles;

Step S2041: Determine the amount of black carbon based on the mass emission factor and the geometric average diameter of the black carbon particulate matter.

In the embodiments of the present disclosure, the method for determining the quality emission factor of the emissions can be obtained through any of the above-mentioned embodiments, and will not be repeated here. The black carbon quantity emission factor EI _BC,n can be calculated by the formula:

Among them, EI _{BC, n} is the emission factor of black carbon quantity, the unit is #/kg (pieces/kg), GMD is the geometric mean diameter of the particulate matter, the unit is m, GSD is the geometric standard deviation of the particulate matter diameter, ε is the index, and C is The former factors, in kg/m ^ε , ε and C are obtained based on the relationship between particle mass and size.

In the embodiments of the present disclosure, GMD and GSD can be directly obtained through test data, and GMD can also use existing engine GMD test data and fuel consumption rate, flight speed, meteorological conditions (meteorological data at the altitude of the aircraft) and black carbon The relationship between the mass emission factor is fitted, and the GSD can be obtained by fitting the functional relationship between the GSD and the fuel consumption rate, flight speed, meteorological conditions (meteorological data at the altitude of the aircraft) and the mass emission factor of black carbon. In an example, the calculation formula of the GMD is as shown in formula (14):

Among them, A ₁ to A ₆ are parameters, which are obtained by fitting the relationship between the _{measured GMD and EI BC,m} _{. T 3} is the intake air temperature of the combustion chamber in K, and the unit of GMD is nm.

It should be noted that the fitting method of the GMD is not limited to the above formula, and those skilled in the art may also make other changes under the enlightenment of the technical essence of this application, but as long as the functions and effects achieved are the same as or Similar, should be covered in the scope of protection of this application.

The embodiment of the present disclosure increases the calculation of the emission factor of the black carbon quantity, enriches the calculation types of the emission amount, and provides a strong data guarantee for the emission control of the aircraft.

In a possible implementation manner, the flight time of the aircraft includes the sum of the interval time for receiving the broadcast automatic correlation monitoring signal during the flight. The step S203 is based on the flight time of the aircraft and the altitude of the aircraft. The fuel consumption rate and the emission factor are obtained to obtain the emission amount of the aircraft engine emissions. include:

Step S2031, multiplying the fuel consumption rate of the aircraft corresponding to the time when the broadcast-type automatic correlation monitoring signal is received by the interval time to obtain the fuel consumption in the interval time;

In step S2032, the fuel consumption is multiplied by the emission factor to obtain the emission amount of the aircraft engine emission within the interval.

In the embodiment of the present disclosure, the broadcast automatic correlation monitoring signal is to send a signal to the outside every predetermined interval time, and each signal can calculate the fuel consumption rate at that time, and this rate is used as the signal and the next time. The fuel consumption rate between the two signals is multiplied by the time interval between the two signals to get the fuel consumption. The last signal can be calculated according to the default value lasting 1 minute or the average time interval of the signal. Add the fuel consumption of all signals to get the total fuel consumption rate of the route. It can be seen from the above embodiment that each signal can calculate the emission factors of nitrogen oxides, hydrocarbons, carbon monoxide, and black carbon at that moment, and use this emission factor as the emission factor between this signal and the next signal, multiplied by The fuel consumption between the two signals is the pollutant emissions. The last second signal can be calculated according to the default value lasting 1 minute or the signal average time interval. Add the emissions of all signals to get the total pollutant emissions of the route. In an example, if the aircraft contains multiple engines, the emission factor needs to be multiplied by the number of engines. The emission factor is multiplied by the number of engines and then multiplied by the fuel consumption between the two signals. Obtain the emissions of each pollutant, and add the emissions of all signals to get the total pollutant emissions of the route.

In a possible implementation manner, the sum of the flight trajectory distances of the aircraft can be obtained in the following manner: In an example, the interval time between two signals is obtained by subtracting adjacent times, and the two signal horizontal speeds are taken The average value of is used as the average horizontal speed, multiplied by the interval time between two signals, you can get the horizontal distance of every two signal intervals, and add all the intervals to get the sum of the horizontal trajectory distance of the route. The calculation method of the sum of the vertical track distance is the same as that of the horizontal track distance. Add all the intervals to get the total flight time. In another example, the horizontal distance between the two positions can be calculated according to the latitude and longitude of the two signal aircraft positions, and the vertical distance can also be calculated according to the height.

In a possible implementation manner, when the emissions are carbon dioxide, water, and sulfur dioxide, the calculation of the emissions is based on the principle of conservation of materials. According to the carbon content, hydrogen content and sulfur content per kilogram of fuel, according to the conversion efficiency, it is assumed that carbon is burned to become carbon dioxide, hydrogen is burned to become water, and sulfur is burned to become carbon dioxide. The default fuel-based emission factors for carbon dioxide and water are 3149g/kg and 1230g/kg, respectively. The sulfur dioxide emission factor can be adjusted according to the sulfur content of the aviation fuel used. The fuel consumption of the signal interval is multiplied by the relevant quality factor to obtain the signal interval carbon dioxide, water, and sulfur dioxide emissions. Add the emissions of all signals to get the total emissions of the route.

Fig. 3 is a block diagram showing a device for measuring emissions of aircraft engine emissions according to an exemplary embodiment. Referring to Figure 3, the device includes:

The obtaining module 301 is used to obtain four-dimensional data and corresponding meteorological data of the aircraft during the flight, the four-dimensional data including the latitude and longitude, altitude, and flight time of the aircraft;

The first determining module 302 is configured to determine the fuel consumption rate at the altitude of the aircraft based on the four-dimensional data of the aircraft;

The second determining module 303 is configured to determine the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

The calculation module 304 is configured to obtain the emission amount of the aircraft engine emissions according to the flight time of the aircraft, the fuel consumption rate at the altitude of the aircraft, and the emission factor.

In a possible implementation manner, the acquisition module includes:

The receiving module is used to receive the broadcast-type automatic correlation monitoring signal, and obtain the four-dimensional data of the aircraft during the flight from the broadcast-type automatic correlation monitoring signal;

The matching module is used to obtain meteorological data matching the four-dimensional data from the high-altitude weather data.

In a possible implementation manner, the first determining module includes:

The first determining sub-module is configured to determine the flight stage of the aircraft according to the preset correspondence between the flight altitude and the flight stage of the aircraft;

The second determining sub-module is used to determine the fuel consumption rate of the aircraft according to the flight stage and the flight altitude of the aircraft;

The first correction sub-module is configured to use the meteorological data to correct the fuel consumption rate of the aircraft to obtain the reference fuel consumption rate of the aircraft.

In a possible implementation manner, the emissions are nitrogen oxides, hydrocarbons, or carbon monoxide, and the second determining module includes:

The third determining sub-module is configured to determine the sea level reference emission factor according to the preset association relationship between the reference fuel consumption rate of the aircraft and the sea level reference emission factor;

The correction sub-module is configured to use the meteorological information to correct the sea level reference emission factor to obtain the emission factor at the altitude of the aircraft.

In a possible implementation manner, the emission is black carbon, and the second determining module includes:

The fourth determining sub-module is used to determine the flight stage of the aircraft according to the preset correspondence between the flight altitude and the flight stage of the aircraft;

The fifth determining sub-module determines the volume concentration factor of black carbon emissions at the altitude of the aircraft and the amount of fuel burned per kilogram based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft. Exhaust volume flow;

The calculation sub-module is used to multiply the volume concentration factor by the exhaust gas volume flow per kilogram of fuel burned to obtain the emission factor of the black carbon emissions.

In a possible implementation manner, the fifth determining submodule includes:

A determining unit for determining the sea level reference volume concentration factor of black carbon emissions and the exhaust volume per kilogram of fuel burned based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft flow;

In a possible implementation manner, when the emission is black carbon, the emission factor includes a quantity emission factor of black carbon, and the second determining module includes:

The sixth determination sub-module is used to determine the quality emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

A seventh determining sub-module, which determines the geometric average diameter of the black carbon particles according to the correlation between the mass emission factor and the geometric average diameter of the black carbon particles;

The eighth determining sub-module is configured to determine the amount of black carbon based on the mass emission factor and the geometric average diameter of the black carbon particulate matter.

In a possible implementation manner, the flight time of the aircraft includes the sum of the intervals between receiving the broadcast-type automatic correlation monitoring signal during the flight, and the calculation module includes:

Regarding the device in the foregoing embodiment, the specific manner in which each module performs operation has been described in detail in the embodiment of the method, and detailed description will not be given here.

Fig. 4 is a block diagram showing a device 400 for measuring emissions of aircraft engine emissions according to an exemplary embodiment. For example, the apparatus 400 may be a mobile phone, a computer, a digital broadcasting terminal, a messaging device, a game console, a tablet device, a medical device, a fitness device, a personal digital assistant, etc.

4, the device 400 may include one or more of the following components: a processing component 402, a memory 404, a power supply component 406, a multimedia component 408, an audio component 410, an input/output (I/O) interface 412, a sensor component 414, And communication component 416.

The processing component 402 generally controls the overall operations of the device 400, such as operations associated with display, telephone calls, data communications, camera operations, and recording operations. The processing component 402 may include one or more processors 420 to execute instructions to complete all or part of the steps of the foregoing method. In addition, the processing component 402 may include one or more modules to facilitate the interaction between the processing component 402 and other components. For example, the processing component 402 may include a multimedia module to facilitate the interaction between the multimedia component 408 and the processing component 402.

The memory 404 is configured to store various types of data to support the operation of the device 400. Examples of these data include instructions for any application or method operating on the device 400, contact data, phone book data, messages, pictures, videos, etc. The memory 404 can be implemented by any type of volatile or nonvolatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable and Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), Magnetic Memory, Flash Memory, Magnetic Disk or Optical Disk.

The power supply component 406 provides power to various components of the device 400. The power supply component 406 may include a power management system, one or more power supplies, and other components associated with the generation, management, and distribution of power for the device 400.

The multimedia component 408 includes a screen that provides an output interface between the device 400 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen may be implemented as a touch screen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touch, sliding, and gestures on the touch panel. The touch sensor may not only sense the boundary of a touch or slide action, but also detect the duration and pressure related to the touch or slide operation. In some embodiments, the multimedia component 408 includes a front camera and/or a rear camera. When the device 800 is in an operation mode, such as a shooting mode or a video mode, the front camera and/or the rear camera can receive external multimedia data. Each front camera and rear camera can be a fixed optical lens system or have focal length and optical zoom capabilities.

The audio component 410 is configured to output and/or input audio signals. For example, the audio component 410 includes a microphone (MIC), and when the device 400 is in an operation mode, such as a call mode, a recording mode, and a voice recognition mode, the microphone is configured to receive an external audio signal. The received audio signal can be further stored in the memory 404 or sent via the communication component 416. In some embodiments, the audio component 410 further includes a speaker for outputting audio signals.

The I/O interface 412 provides an interface between the processing component 402 and a peripheral interface module. The above-mentioned peripheral interface module may be a keyboard, a click wheel, a button, and the like. These buttons may include, but are not limited to: home button, volume button, start button, and lock button.

The sensor component 414 includes one or more sensors for providing the device 400 with various aspects of status assessment. For example, the sensor component 414 can detect the on/off status of the device 400 and the relative positioning of components. For example, the component is the display and the keypad of the device 400. The sensor component 414 can also detect the position change of the device 400 or a component of the device 400. , The presence or absence of contact between the user and the device 400, the orientation or acceleration/deceleration of the device 400, and the temperature change of the device 400. The sensor component 414 may include a proximity sensor configured to detect the presence of nearby objects when there is no physical contact. The sensor component 414 may also include a light sensor, such as a CMOS or CCD image sensor, for use in imaging applications. In some embodiments, the sensor component 814 may also include an acceleration sensor, a gyroscope sensor, a magnetic sensor, a pressure sensor, or a temperature sensor.

The communication component 416 is configured to facilitate wired or wireless communication between the apparatus 400 and other devices. The device 800 can access a wireless network based on a communication standard, such as WiFi, 2G, or 3G, or a combination thereof. In an exemplary embodiment, the communication component 416 receives a broadcast signal or broadcast related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component 416 further includes a near field communication (NFC) module to facilitate short-range communication. For example, the NFC module can be implemented based on radio frequency identification (RFID) technology, infrared data association (IrDA) technology, ultra-wideband (UWB) technology, Bluetooth (BT) technology and other technologies.

In an exemplary embodiment, the apparatus 400 may be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable A gate array (FPGA), controller, microcontroller, microprocessor, or other electronic components are implemented to implement the above methods.

In an exemplary embodiment, there is also provided a non-transitory computer-readable storage medium including instructions, such as the memory 404 including instructions, and the foregoing instructions may be executed by the processor 420 of the device 400 to complete the foregoing method. For example, the non-transitory computer-readable storage medium may be ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device, etc.

Fig. 5 is a block diagram showing a device 500 of a device for measuring emissions of aircraft engine emissions according to an exemplary embodiment. For example, the device 1900 may be provided as a server. 5, the apparatus 500 includes a processing component 522, which further includes one or more processors, and a memory resource represented by a memory 532, for storing instructions executable by the processing component 522, such as application programs. The application program stored in the memory 532 may include one or more modules each corresponding to a set of instructions. In addition, the processing component 522 is configured to execute instructions to perform the above-mentioned methods.

The device 500 may also include a power supply component 526 configured to perform power management of the device 500, a wired or wireless network interface 550 configured to connect the device 500 to a network, and an input output (I/O) interface 558. The device 500 can operate based on an operating system stored in the memory 532, such as Windows ServerTM, Mac OS XTM, UnixTM, LinuxTM, FreeBSDTM or the like.

In an exemplary embodiment, there is also provided a non-transitory computer-readable storage medium including instructions, such as the memory 532 including instructions, and the foregoing instructions may be executed by the processing component 522 of the device 500 to complete the foregoing method. For example, the non-transitory computer-readable storage medium may be ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device, etc.

Those skilled in the art will easily think of other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptive changes of the present disclosure. These variations, uses, or adaptive changes follow the general principles of the present disclosure and include common knowledge or conventional technical means in the technical field that are not disclosed in the present disclosure. . The description and the embodiments are to be regarded as exemplary only, and the true scope and spirit of the present disclosure are pointed out by the following claims.

It should be understood that the present disclosure is not limited to the precise structure that has been described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present disclosure is only limited by the appended claims.

Claims

An aircraft engine emission measurement method, characterized in that it comprises:

Acquiring four-dimensional data and corresponding meteorological data of the aircraft during the flight, where the four-dimensional data includes the latitude, longitude, altitude, and flight time of the aircraft;

Determine the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

According to the four-dimensional data and emission factors of the aircraft, the emissions of the aircraft engine emissions are obtained.
The method according to claim 1, wherein said acquiring four-dimensional data and corresponding meteorological data of the aircraft during flight comprises:

Receiving broadcast-type automatic correlation monitoring signals, and obtaining four-dimensional data of the aircraft during flight from the broadcast-type automatic correlation monitoring signals;

Obtain meteorological data matching the four-dimensional data from the upper-air meteorological data.
The method of claim 1, wherein the emissions are nitrogen oxides, hydrocarbons or carbon monoxide,

The determining the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft includes:

Determine the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft;

Determine the sea level reference emission factor according to the preset association relationship between the reference fuel consumption rate of the aircraft and the sea level reference emission factor;

The meteorological data is used to correct the sea level reference emission factor to obtain the emission factor at the altitude of the aircraft.
The method according to claim 3, wherein the determining the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft comprises:

Determine the fuel consumption rate at the altitude of the aircraft according to the four-dimensional data of the aircraft;

The meteorological data is used to correct the fuel consumption rate to obtain the reference fuel consumption rate of the aircraft.
The method of claim 1, wherein the emissions are black carbon,

The determining the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft includes:

Acquiring smoke and bypass ratio data corresponding to the engine type of the aircraft;

Determine the flight stage of the aircraft according to the preset correspondence between the flight altitude of the aircraft and the flight stage;

Based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determining the volume concentration factor of the emissions at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel burned;

The emission factor of the emissions is obtained by multiplying the volume concentration factor by the exhaust gas volume flow per kilogram of fuel burned.
The method according to claim 5, wherein the determination of the volume concentration factor of emissions at the altitude of the aircraft is based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft And the exhaust volume flow per kilogram of fuel burned, including:

Based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determining the sea level reference volume concentration factor of emissions and the exhaust volume flow rate per kilogram of fuel burned;

The meteorological information is used to correct the sea level reference volume concentration factor to obtain the volume concentration factor at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel combustion.
The method according to claim 1, wherein when the emission is black carbon, the emission factor includes a quantity emission factor of black carbon,

The determining the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft includes:

Determine the quality emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

Determine the geometric mean diameter of the black carbon particles according to the correlation between the mass emission factor and the geometric mean diameter of the black carbon particles;

Based on the mass emission factor and the geometric mean diameter of the black carbon particles, the amount of the black carbon is determined.
The method according to claim 2, wherein the flight time comprises an interval time of receiving the broadcast automatic correlation monitoring signal during the flight,

The obtaining the emission amount of the aircraft engine emission according to the four-dimensional data and the emission factor of the aircraft includes:

Multiplying the fuel consumption rate of the aircraft corresponding to the time when the broadcast-type automatic correlation monitoring signal is received by the interval time to obtain the fuel consumption within the interval;

The fuel consumption is multiplied by the emission factor to obtain the emission amount of the aircraft engine emission within the interval.
A device for measuring emissions of aircraft engine emissions, which is characterized in that it comprises:

An acquisition module for acquiring four-dimensional data and corresponding meteorological data during the flight of the aircraft, the four-dimensional data including the latitude and longitude, altitude, and flight time of the aircraft;

The first determining module is used to determine the emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

The calculation module is used to obtain the emission amount of the aircraft engine emissions according to the flight time of the aircraft, the fuel consumption rate at the altitude of the aircraft, and the emission factor.
The device according to claim 9, wherein the acquisition module comprises:

The receiving sub-module is used to receive the broadcast-type automatic correlation monitoring signal, and obtain the four-dimensional data of the aircraft during the flight from the broadcast-type automatic correlation monitoring signal;

The matching sub-module is used to obtain meteorological data matching the four-dimensional data from the high-altitude weather data.
The device according to claim 9, wherein the emissions are nitrogen oxides, hydrocarbons or carbon monoxide, and the first determining module comprises:

The first determining sub-module is configured to determine the reference fuel consumption rate of the aircraft according to the four-dimensional data and meteorological data of the aircraft;

The second determining sub-module is used for the preset association relationship between the reference fuel consumption rate of the aircraft and the sea level reference emission factor to determine the sea level reference emission factor;

The correction sub-module is used to correct the sea level reference emission factor by using the meteorological data to obtain the emission factor at the altitude of the aircraft.
The device according to claim 11, wherein the first determining submodule comprises:

The first determining unit is configured to determine the fuel consumption rate at the altitude of the aircraft according to the four-dimensional data of the aircraft;

The correction unit is configured to use the meteorological data to correct the fuel consumption rate to obtain the reference fuel consumption rate of the aircraft.
The device according to claim 9, wherein the emission is black carbon, and the first determining module comprises:

The acquiring sub-module is used to acquire the smoke degree and bypass ratio data corresponding to the engine type of the aircraft;

The third determining sub-module is configured to determine the flight stage of the aircraft according to the preset correspondence between the flight altitude and the flight stage of the aircraft;

The fourth determining sub-module, based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft, determines the volume concentration factor of emissions at the altitude of the aircraft and the exhaust volume per kilogram of fuel burned flow;

The calculation sub-module is used to multiply the volume concentration factor by the volumetric flow rate of exhaust gas burned per kilogram of fuel to obtain the emission factor of the emissions.
The device according to claim 13, wherein the fourth determining submodule comprises:

The second determining unit is configured to determine the sea level reference volume concentration factor of black carbon emissions and the emissions per kilogram of fuel burned based on the smoke data and the fuel consumption rate at the flight stage and altitude of the aircraft. Air volume flow;

The calculation unit is configured to use the meteorological information to correct the sea level reference volume concentration factor to obtain the volume concentration factor at the altitude of the aircraft and the exhaust volume flow rate per kilogram of fuel burned.
The device according to claim 9, wherein when the emission is black carbon, the emission factor includes a quantity emission factor of black carbon, and the first determining module includes:

The fifth determining sub-module is used to determine the quality emission factor of the emission according to the type of emission and the four-dimensional data and meteorological data of the aircraft;

The sixth determining sub-module determines the geometric average diameter of the black carbon particles according to the correlation between the mass emission factor and the geometric average diameter of the black carbon particles;

The seventh determining sub-module is configured to determine the amount of black carbon based on the mass emission factor and the geometric average diameter of the black carbon particulate matter.
The device according to claim 9, wherein the flight time includes an interval time for receiving the broadcast automatic correlation monitoring signal during the flight, and the calculation module includes:

The first calculation sub-module is configured to use the fuel consumption rate of the aircraft at the time of receiving the broadcast automatic correlation monitoring signal multiplied by the interval time to obtain the fuel consumption within the interval;

The second calculation sub-module uses the fuel consumption to be multiplied by the emission factor to obtain the emission amount of the aircraft engine emission within the interval.
A device for measuring emissions of aircraft engine emissions, which is characterized in that it comprises:

processor;

A memory for storing processor executable instructions;

Wherein, the processor is configured to execute the method according to any one of claims 1 to 8.
A non-transitory computer-readable storage medium, when the instructions in the storage medium are executed by a processor, so that the processor can execute the method according to any one of claims 1 to 8.