Flight carbon emission calculation method and system

Abstract

The invention provides a flight carbon emission calculation method and system, and relates to the technical field of navigation analysis and evaluation.In the carbon emission calculation method, the flight operation process is divided into two stages, namely an LTO stage and a CCD stage, the method provides a carbon emission model of a single aircraft in the LTO stage and a carbon emission model of a single aircraft in the CCD stage; according to the method, the total carbon emission amount of the aircraft in the LTO stage and the total carbon emission amount of the aircraft in the CCD stage are calculated by combining the carbon emission coefficient of the aviation fuel, and then the total carbon emission amount of the flight in the whole life cycle is calculated. The purpose of calculating the total carbon emission in the whole life cycle of the flight is achieved, the computability and the comparability of the flight carbon emission measurement are improved, and meanwhile, the reliability of the collected fuel consumption rate data in the flight carbon emission calculation process is verified through an additionally-built fuel consumption rate verification structure.

Description

Technical Field

[0001] The present invention relates to the technical field of navigation analysis and evaluation, and specifically to a method and system for calculating flight carbon emissions. Background Art

[0002] By accurately calculating the carbon emissions of flight flights and real-time monitoring data such as fuel consumption, route wind fields, and aircraft type efficiency of flights, the system can quantify the carbon footprint of each flight, providing a scientific basis for airlines to optimize flight profiles and adjust fleet configurations. At the same time, accurate carbon emission data can promote the large-scale application of sustainable aviation fuels and provide carbon footprint labels for passengers, guiding the public to choose green travel. Ultimately, this calculation system drives the aviation industry to accelerate its transformation towards the goal of climate neutrality through the coordination of technology, policies, and the market.

[0003] In the existing flight carbon emission calculation methods, they mainly rely on the self-reporting of airlines, which is prone to data distortion. Such defects make it difficult for traditional methods to meet more accurate accounting requirements, lack more effective dynamic models, and have relatively low computability and comparability. On the other hand, there is a lack of effective verification and judgment on the reliability of data collection for fuel consumption rates during the calculation of flight carbon emissions. Summary of the Invention

[0004] Aiming at the deficiencies of the existing technology, the purpose of the present invention is to provide a method and system for calculating flight carbon emissions to solve the problems raised in the above background art. The present invention realizes the calculation purpose of the total carbon emissions of the entire life cycle of a flight by establishing a carbon emission calculation model for the LTO stage and a carbon emission calculation model for the CCD stage, improving the computability and comparability of flight carbon emission measurement. At the same time, it also provides verification of the reliability of the collected fuel consumption rate data during the calculation of flight carbon emissions, further improving the effectiveness of the original data.

[0005] To achieve the above purpose, the present invention is realized through the following technical solutions: A method for calculating flight carbon emissions includes the following calculation processes: The method provides a carbon emission model for the LTO stage and a carbon emission model for the CCD stage of a single aircraft. The carbon emission model for the LTO stage is: ; Wherein, F i is the fuel consumption of an aircraft equipped with type i engines during the LTO process, j represents the 4 operating stages of takeoff, climb-out, approach, and taxiing in an aircraft takeoff and landing process; T ij is the operating duration of an aircraft with type i engines in stage j; R ij is the fuel consumption rate of an aircraft with type i engines in stage j; N i is the number of engines of an aircraft with type i engines; The carbon emission model in the CCD phase is as follows: ; E CCD is the total carbon emission of the aircraft in the CCD phase; T i is the operating duration of aircraft with type-i engines in the CCD phase; R i is the fuel consumption rate of aircraft with type-i engines in the CCD phase; n i is the number of flight schedules equipped with the i-th type of engine.

[0006] Furthermore, combining with the carbon emission coefficient of aviation fuel I , and the number of flight schedules n i equipped with the i， type-i engines in the LTO phase, the total carbon emission E LTO of the statistical aircraft in the LTO phase can be obtained as: .

[0007] Furthermore, multiplying the operating time of each phase of the aircraft by the engine fuel consumption rate corresponding to that phase and then by the number of engines, the total fuel consumption of a single flight of the aircraft in the LTO phase is obtained. Then, multiplying by the carbon emission coefficient and the number of aircraft schedules, the total carbon emission of the aircraft in the LTO phase is obtained.

[0008] Furthermore, adding up the total carbon emissions of various types of aircraft in the LTO phase to obtain all the total carbon emissions of the statistical aircraft in the LTO phase. In order to improve the accuracy of the results, the duration of each operating phase in the actual calculation is based on the actual operating duration of the corresponding flight obtained from historical data.

[0009] Furthermore, multiplying the time in the cruise phase by the engine fuel consumption rate in the cruise phase and then by the number of engines, the total fuel consumption of the flight in the cruise phase is obtained. Then, multiplying by the carbon emission coefficient, the total carbon emission of the flight in the cruise phase is obtained.

[0010] Furthermore, it also includes selecting the fuel consumption rate in the climb operating state as the calculation basis for the cruise phase, and the time of the CCD phase of the flight also uses the real result statistically obtained from historical data.

[0011] Furthermore, the total carbon emission E of the entire life cycle of the flight is the sum of the carbon emissions in the LTO phase and the CCD phase, that is: .

[0012] Further, it also includes establishing a dynamic fuel flow model, and the establishment of the dynamic fuel flow model includes the following: integrating the BADA basic model, adding a dynamic compensation module, and implementing machine learning enhancement. The fuel flow calculation formula based on the BADA performance database is: ; Where: R is the fuel consumption rate (kg / min); H is the pressure altitude (ft); ΔT is the ISA temperature deviation (°C); C f1 is the reference fuel coefficient; C f2 is the altitude compensation coefficient; C f3 is the temperature compensation coefficient; T ISA is the international standard atmospheric temperature.

[0013] A calculation system using the above calculation method, the architecture of the calculation system includes a data acquisition layer, a calculation engine layer, a data storage layer, and an application service layer. The data acquisition layer includes a ring parameter sensor, a fuel monitoring module, and a flight dynamic data interface; the calculation engine layer contains an LTO / CCD stage independent calculation module; the data storage layer is used for ICAO database docking and local storage.

[0014] Further, the calculation engine layer adopts the Apache Arrow in-memory data structure and realizes operations through GPU-accelerated matrices. The data storage layer automatically synchronizes the ICAO database daily and establishes a historical flight data warehouse.

[0015] Advantages of the present invention: The flight carbon emission calculation method and system achieve the purpose of calculating the total carbon emission of the flight throughout the life cycle by establishing a carbon emission calculation model in the LTO stage and a carbon emission calculation model in the CCD stage, improving the computability and comparability of flight carbon emission measurement.

[0016] The present invention provides a reliability verification of the collected fuel consumption rate data during the flight carbon emission calculation process through an additionally built fuel consumption rate verification structure, improving the effectiveness of the original data, and further ensuring that the fuel consumption rate verification structure itself has high stability and accuracy. Description of the Drawings

[0017] Figure 1 is the flowchart of a flight carbon emission calculation method of the present invention; Figure 2 is the principle block diagram of a flight carbon emission calculation system of the present invention; Figure 3 is the structural schematic diagram of the part of the fuel consumption rate verification structure of the present invention; Figure 4Internal structure diagram of the fuel consumption rate verification structure of the present invention; Figure 5 Schematic structural diagram of the support part of the present invention; Figure 6 Schematic structural diagram of the extension structure part of the present invention; Figure 7 Internal structure diagram of the detection chamber of the present invention; In the figure: 1, fixed channel; 2, detection chamber; 3, inlet; 4, outlet; 5, diversion channel; 6, support; 7, vibration tube; 8, extension structure; 9, reflector; 10, fixing bracket; 11, fixing plate; 12, end plate; 13, laser; 14, first docking bearing; 15, fixed docking pipe; 16, hose; 17, movable docking pipe; 18, vibration driver; 19, fitting plate; 20, extension rod; 21, transmission seat; 22, detection piece; 23, electromagnetic sensor; 24, vibration cavity; 25, second docking bearing; 26, support plate; 27, fixing hole. Detailed implementation manners

[0018] To make the technical means, creative features, achieved purposes and effects of the present invention easy to understand, the present invention will be further described below in conjunction with specific implementation manners.

[0019] Embodiment 1: Please refer to Figures 1 to 7 , this embodiment provides the following technical solution: A method for calculating flight carbon emissions. In this embodiment, with 3000 ft above the airport plane as the boundary, the flight operation process is divided into 2 stages: LTO (Landing and Take - Off cycle, take - off and landing cycle) and CCD (Climb - Cruise - Descent, climb - cruise - descent). When the height of the flight above the airport plane does not exceed 3000 ft, it is classified into the LTO stage. The LTO stage is further divided into multiple sub - stages, namely: taxiing (Taxi, including taxiing out and taxiing in), take - off, climb - out, approach, and landing. When the height of the aircraft above the airport plane is greater than 3000 ft after take - off and before landing, it is classified into the CCD stage.

[0020] Referring to the ICAO carbon dioxide measurement model based on engine fuel consumption rate, carbon emission calculation models for the LTO stage and the CCD stage are given. The carbon emission model for a single aircraft in the LTO stage is: ; Where, F iFuel consumption of an aircraft equipped with Class I engines during the LTO process. j represents the four operating phases of takeoff, climb-out, approach, and taxiing during an aircraft's takeoff and landing process; T ij Operating duration of an aircraft with Class I engines in phase j; R ij Fuel consumption rate of an aircraft with Class I engines in phase j; N i Number of engines of an aircraft with Class I engines; The carbon emission model for the CCD phase is: ; E CCD Total carbon emissions of the aircraft during the CCD phase; T i Operating duration of an aircraft with Class I engines during the CCD phase; R i Fuel consumption rate of an aircraft with Class I engines during the CCD phase; n i Number of flight schedules equipped with the i-th class of engines.

[0021] In this embodiment, combined with the carbon emission coefficient of aviation fuel I , and the number of flight schedules n equipped with the i th class of engines during the LTO phase i , the total carbon emissions E of the aircraft during the LTO phase can be obtained LTO as: .

[0022] In this embodiment, the operating time of each phase of the aircraft is multiplied by the engine fuel consumption rate corresponding to that phase and then by the number of engines to obtain the total fuel consumption of a single flight of the aircraft during the LTO phase. Then, it is multiplied by the carbon emission coefficient and the number of aircraft schedules to obtain the total carbon emissions of the aircraft during the LTO phase.

[0023] In this embodiment, the total carbon emissions of various aircraft during the LTO phase are added up to obtain all the total carbon emissions of the aircraft during the LTO phase. To improve the accuracy of the results, the duration of each operating phase in the actual calculation is based on the actual operating duration of the corresponding flight obtained from historical data.

[0024] In this embodiment, the time of the cruise phase is multiplied by the engine fuel consumption rate of the cruise phase and then by the number of engines to obtain the total fuel consumption of the flight during the cruise phase. Then, it is multiplied by the carbon emission coefficient to obtain the total carbon emissions of the flight during the cruise phase.

[0025] This embodiment also includes selecting the fuel consumption rate in the climb working state as the calculation basis for the cruise phase, and the time of the CCD phase of the flight also uses the real results statistically obtained from historical data.

[0026] In this embodiment, the total carbon emissions E during the entire life cycle of a flight is the sum of the carbon emissions during the LTO phase and the CCD phase, that is: .

[0027] This embodiment also includes establishing a dynamic fuel flow model. The establishment of the dynamic fuel flow model includes the following: integrating the BADA basic model, adding a dynamic compensation module, and implementing machine learning enhancement. The fuel flow calculation formula based on the BADA performance database is: ; Where: R is the fuel consumption rate (kg / min); H is the pressure altitude (ft); ΔT is the ISA temperature deviation (°C); C f1 is the reference fuel coefficient; C f2 is the altitude compensation coefficient; C f3 is the temperature compensation coefficient; T ISA is the international standard atmospheric temperature.

[0028] Embodiment 2: This embodiment also provides a computing system using the above calculation method. The architecture of this computing system includes a data acquisition layer, a computing engine layer, a data storage layer, and an application service layer. The data acquisition layer includes a ring parameter sensor, a fuel monitoring module, and a flight dynamic data interface; the computing engine layer contains an LTO / CCD phase independent calculation module; the data storage layer is used for docking with the ICAO database and local storage. The computing engine layer adopts the Apache Arrow in-memory data structure and realizes operations through GPU-accelerated matrices. The data storage layer automatically synchronizes the ICAO database daily and establishes a historical flight data warehouse.

[0029] Embodiment 3: In this embodiment, a fuel consumption rate calibration structure is further provided. In this structure, it includes a fixed channel 1, a detection chamber 2, a flow inlet 3, a flow outlet 4, an extension structure 8, and a vibrating tube 7. The fixed channel 1 is installed in the middle of the flow inlet 3 and the flow outlet 4. A diversion channel 5 is connected to the sides of the flow inlet 3 and the flow outlet 4. One end of the diversion channel 5 is connected to a support member 6. The support member 6 includes a fixed frame 10, a fixed plate 11, a laser 13, a reflector 9, and a docking bearing. The docking bearing includes a first docking bearing 14 and a second docking bearing 25. The end of the diversion channel 5 is connected to a fixed docking pipe 15. At both ends of the vibrating tube 7, movable docking pipes 17 are integrally formed. The first docking bearing 14 is sleeved on the surface of the fixed docking pipe 15, and the second docking bearing 25 is sleeved on the surface of the movable docking pipe 17. Fixed frames 10 are welded to the tops of both the first docking bearing 14 and the second docking bearing 25. A support plate 26 is provided at the top of the fixed frame 10. A fixed plate 11 is integrally formed on the side of the support plate 26. Fixing holes 27 are formed on the surface of the fixed plate 11. An end plate 12 is installed on the surface of the support plate 26. A laser 13 is screwed to the surface of one of the end plates 12, and a reflector is attached to the surface of the other end plate 12.

[0030] In this embodiment, the fixed frame 10 cooperates with the two docking bearings at the bottom to be respectively connected to two types of docking pipes. A detection chamber 2 is provided at the bottom of the fixed channel 1. A vibration driver 18 is installed inside the detection chamber 2. The vibration driver 18 controls the high-frequency vibration of the vibrating tube 7. When the fluid flows through, due to the Coriolis effect (the action of fluid inertia force), a phase difference and a time difference are generated between the inlet and outlet sections of the pipe. After the sensor captures this distortion signal and combines it with the change in vibration frequency, the mass flow rate and density of the fluid are directly calculated, achieving high-precision measurement without relying on external compensation for fluid temperature, pressure, or composition. During this process, the entire vibrating tube 7 swings. The two ends of the vibrating tube 7 are connected to the fixed docking pipe 15 through the movable docking pipes 17 and a hose 16. Therefore, the swinging amplitude of the vibrating tube 7 can be increased, the service life of the entire vibrating tube 7 can be extended by means of this movable connection structure, and the amplitude of the twist at both ends can be increased, improving the detection effectiveness of the subsequent electromagnetic sensor 23.

[0031] In this embodiment, an extension structure 8 is further provided. The extension structure 8 includes a fitting plate 19, an extension rod 20, a transmission seat 21, a detection piece 22, and an electromagnetic sensor 23. The electromagnetic sensor 23 is screwed to the inner wall of the fixed channel 1. The fitting plate 19 is installed on the surface of the vibrating tube 7. An extension rod 20 is integrally formed on the top of the fitting plate 19. A transmission seat 21 is integrally formed at the top of the extension rod 20. The electromagnetic sensor 23 is embedded at the top of the transmission seat 21.

[0032] After the vibration tube 7 is controlled by the vibration driver 18 to vibrate at a high frequency, a phase difference and a time difference will appear at both ends of the vibration tube 7. By capturing the distorted signals of the phase difference and the time difference with the electromagnetic sensors 23 at both ends, the flow rate of the fuel can be monitored, and then the fuel consumption rate can be obtained. In this process, the range of the phase difference is also extended through the fitting plate 19 and the extension rod 20, and finally extended to the area of the detection piece 22 for detection and processing. Through this structure, the phase difference value of the detection piece 22 can be further enlarged, making the data detected by the electromagnetic sensor 23 more accurate and reliable. At the same time, the laser 13 on the side also passes through the two detection pieces 22 from the side. The distance data and the change frequency data measured by the laser 13 can be used to further verify whether the swing of each detection piece 22 generated by the vibration tube 7 is consistent with the measured phase difference data. Among them, the electromagnetic sensor 23, the laser 13 and the vibration driver 18 are all existing mature technologies and do not fall within the protection scope of the present invention. Therefore, the internal structural principles, specification parameters and other technical contents thereof will not be elaborated here.

[0033] The foregoing has shown and described the basic principles, main features and advantages of the present invention. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above-described exemplary embodiments, and without departing from the spirit or basic characteristics of the present invention, the present invention can be implemented in other specific forms.

[0034] In addition, it should be understood that although this specification is described according to the embodiments, not each embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A method for calculating flight carbon emissions, characterized in that, It includes the following calculation processes: This method provides a carbon emission model for a single aircraft in the LTO phase and a carbon emission model in the CCD phase. The carbon emission model in the LTO phase is: ； Among them, F i is the fuel consumption of an aircraft equipped with a Class I engine during the LTO process, where j represents the 4 operating phases of takeoff, climb-out, approach, and taxi during an aircraft's takeoff and landing process; T ij is the operating duration of the Class I engine aircraft in phase j; R ij is the fuel consumption rate of the Class I engine aircraft in phase j; N i is the number of engines of the Class I engine aircraft; The carbon emission model in the CCD phase is: ； E CCD To calculate the total carbon emissions of the aircraft during the CCD phase; T i The operating duration of the aircraft with type-i engines during the CCD phase; R i The fuel consumption rate of the aircraft with type-i engines during the CCD phase; n i The number of flights equipped with the i-th type of engine.

2. The method for calculating flight carbon emissions according to claim 1, wherein: Combined with the carbon emission coefficient of aviation fuel I , and the number of flight schedules n of flights equipped with the i th type of engine in the LTO phase i , the total carbon emissions E of the statistical aircraft in the LTO phase can be obtained LTO as follows: 。 3. The method for calculating flight carbon emissions according to claim 2, wherein: Multiply the operation time of each stage of the aircraft by the engine fuel consumption rate corresponding to this stage and then by the number of engines to obtain the total fuel consumption of a single flight of the aircraft in the LTO phase. Then multiply it by the carbon emission coefficient and the number of aircraft to obtain the total carbon emissions of the aircraft in the LTO phase.

4. The method for calculating flight carbon emissions according to claim 3, wherein: Add up the total carbon emissions of various aircraft in the LTO phase to obtain the total carbon emissions of all aircraft in the LTO phase. To improve the accuracy of the results, in actual calculations, the duration of each operation stage is based on the actual operation duration of the corresponding flight obtained from historical data.

5. A method for calculating flight carbon emissions according to claim 2, characterized in that: Multiply the time in the cruise phase by the engine fuel consumption rate in the cruise phase and then by the number of engines to obtain the total fuel consumption of the flight in the cruise phase. Then multiply it by the carbon emission coefficient to obtain the total carbon emissions of the flight in the cruise phase.

6. A method for calculating flight carbon emissions according to claim 5, characterized in that: It also includes selecting the fuel consumption rate in the climb working state as the calculation basis for the cruise phase, and the time of the CCD phase of the flight also uses the real results statistically from historical data.

7. A method for calculating flight carbon emissions according to claim 6, characterized in that: The total carbon emissions E of the flight throughout its life cycle is the sum of the carbon emissions in the LTO phase and the carbon emissions in the CCD phase, that is: 。 8. A method for calculating flight carbon emissions according to claim 1, characterized in that, It also includes establishing a dynamic fuel flow model. The establishment of the dynamic fuel flow model includes the following contents: integrating the BADA basic model, adding a dynamic compensation module, and implementing machine learning enhancement. The fuel flow calculation formula based on the BADA performance database is: ； Wherein: R is the fuel consumption rate (kg / min); H is the pressure altitude (ft); ΔT is the ISA temperature deviation (°C); C f1 is the reference fuel coefficient; C f2 is the altitude compensation coefficient; C f3 is the temperature compensation coefficient; T ISA is the International Standard Atmosphere temperature.

9. A computing system using the computing method according to claim 1, characterized in that: The architecture of this calculation system includes a data acquisition layer, a calculation engine layer, a data storage layer, and an application service layer. The data acquisition layer includes a ring parameter sensor, a fuel monitoring module, and a flight dynamic data interface; the calculation engine layer contains an independent calculation module for the LTO / CCD phase; the data storage layer is used for docking with the ICAO database and local storage.

10. The computing system according to claim 9, wherein: The Apache Arrow in-memory data structure is adopted in the calculation engine layer, and the operation is realized through GPU-accelerated matrix. The data storage layer automatically synchronizes the ICAO database every day and establishes a historical flight data warehouse.

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