A method and system for calculating flight carbon emissions

Abstract

The present invention provides a flight carbon emission calculation method and system, relating to the technical field of navigation analysis and evaluation. In the carbon emission calculation method, the flight operation process is divided into two stages: the LTO stage and the CCD stage. The method provides a carbon emission model for a single aircraft in the LTO stage and a carbon emission model for the CCD stage, and combines the carbon emission coefficient of aviation fuel to obtain the total carbon emissions of the aircraft in the LTO stage and the total carbon emissions in the CCD stage. Then, the total carbon emissions of the flight over its entire life cycle are calculated. By establishing the carbon emission calculation model for the LTO stage and the carbon emission calculation model for the CCD stage, the present invention achieves the purpose of calculating the total carbon emissions of the flight over its entire life cycle, improves the calculability and comparability of the flight carbon emission measurement, and at the same time, through an additionally constructed fuel consumption rate verification structure, provides verification of the reliability of the fuel consumption rate data collected during the flight carbon emission calculation process.

Description

Technical Field

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

[0002] By accurately calculating flight carbon emissions and monitoring real-time data such as fuel consumption, en-route wind patterns, and aircraft efficiency, the system quantifies the carbon footprint of each flight, providing a scientific basis for airlines to optimize flight profiles and adjust fleet configurations. Furthermore, accurate carbon emissions data can promote the large-scale deployment of sustainable aviation fuels and provide passengers with carbon footprint labels, guiding the public toward green travel. Ultimately, this calculation system, through the synergy of technology, policy, and market forces, will accelerate the aviation industry's transition toward climate neutrality.

[0003] Existing methods for calculating flight carbon emissions primarily rely on voluntary reporting by airlines, which can easily lead to data distortion. These flaws make traditional methods difficult to meet the requirements for more accurate accounting. They lack more effective dynamic models, and their comparability and comparability are relatively low. Furthermore, the reliability of data collected regarding fuel consumption rates during flight carbon emissions calculations lacks effective verification and assessment. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of the present invention is to provide a flight carbon emissions calculation method and system to solve the problems raised in the above background technology. The present invention achieves the purpose of calculating the total carbon emissions of the flight throughout its life cycle by establishing a carbon emission calculation model for the LTO stage and a carbon emission calculation model for the CCD stage, thereby improving the calculability 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 flight carbon emissions calculation process, further improving the validity of the original data.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: a method for calculating flight carbon emissions, including the following calculation process:

[0006] This method provides a carbon emission model for a single aircraft in the LTO phase and a carbon emission model for the CCD phase. The LTO phase carbon emission model is:

[0007] ;

[0008] Among them, F i is the fuel consumption of an aircraft equipped with type i engine during the LTO process, j represents the four operation phases of an aircraft take-off and landing process: take-off, climb-out, approach and taxi; T ij is the operating time of the aircraft with engine category i in stage j; R ijis the fuel consumption rate of the aircraft with engine type i in stage j; N i The number of engines for aircraft with engines of category i;

[0009] The carbon emission model of the CCD stage is:

[0010] ;

[0011] E CCD To calculate the total carbon emissions of aircraft during the CCD stage; T i is the operating time of the aircraft with engine category i in the CCD phase; R i is the fuel consumption rate of the aircraft with engine type i during the CCD phase; n i is the number of flights equipped with category i engines.

[0012] Furthermore, combined with the carbon emission coefficient of aviation fuel I , and the LTO stage is equipped with the i Number of flights with engine type n i， The total carbon emissions of aircraft during the LTO phase can be calculated as E LTO for:

[0013] .

[0014] Furthermore, the operating time of the aircraft in each stage is multiplied by the engine fuel consumption rate corresponding to that stage and then multiplied by the number of engines to obtain the total fuel consumption of a single flight of the aircraft in the LTO stage, which is then multiplied by the carbon emission coefficient and the number of aircraft flights to obtain the total carbon emissions of the aircraft in the LTO stage.

[0015] Furthermore, the total carbon emissions of various types of aircraft in the LTO stage are added together to obtain the total carbon emissions of all statistical aircraft in the LTO stage. In order to improve the accuracy of the results, the duration of each operation stage in the actual calculation is based on the actual operation duration of the corresponding flight obtained based on historical data.

[0016] Furthermore, the cruise phase time is multiplied by the engine fuel consumption rate during the cruise phase and then multiplied by the number of engines to obtain the total fuel consumption of the flight during the cruise phase, which is then multiplied by the carbon emission coefficient to obtain the total carbon emissions of the flight during the cruise phase.

[0017] Furthermore, the fuel consumption rate in the climbing state is selected as the calculation basis for the cruise phase, and the flight CCD phase time also uses the actual results of historical data statistics.

[0018] Furthermore, the total carbon emissions E of a flight throughout its life cycle is the sum of the carbon emissions during the LTO phase and the carbon emissions during the CCD phase, namely:

[0019] .

[0020] Furthermore, a dynamic fuel flow model is established. 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:

[0021] ;

[0022] in: 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 base fuel coefficient; C f2 is the height compensation coefficient; C f3 is the temperature compensation coefficient; T ISA It is the international standard temperature.

[0023] A computing system using the above-mentioned computing method has an architecture comprising a data acquisition layer, a computing engine layer, a data storage layer, and an application service layer. The data acquisition layer includes an annular parameter sensor, a fuel monitoring module, and a flight dynamics data interface; the computing engine layer includes an independent computing module for the LTO / CCD stage; and the data storage layer is used for ICAO database docking and local storage.

[0024] Furthermore, the computing engine layer adopts the Apache Arrow memory data structure and implements matrix operations through GPU acceleration. The data storage layer automatically synchronizes with the ICAO database every day and establishes a historical flight data warehouse.

[0025] Beneficial effects of the present invention:

[0026] This flight carbon emission calculation method and system achieves the purpose of calculating the total carbon emissions of a flight throughout its life cycle by establishing carbon emission calculation models for the LTO stage and the CCD stage, thereby improving the calculability and comparability of flight carbon emission measurements.

[0027] The present invention provides a fuel consumption rate verification structure that is additionally constructed to verify the reliability of the collected fuel consumption rate data during the flight carbon emissions calculation process, thereby improving the validity of the original data and further ensuring that the fuel consumption rate verification structure itself has high stability and accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 This is a flow chart of a method for calculating flight carbon emissions according to the present invention;

[0029] Figure 2This is a functional block diagram of a flight carbon emissions calculation system according to the present invention;

[0030] Figure 3 This is a schematic structural diagram of the fuel consumption rate verification structure of the present invention;

[0031] Figure 4 This is a diagram of the internal structure of the fuel consumption rate verification structure of the present invention;

[0032] Figure 5 It is a structural schematic diagram of the support part of the present invention;

[0033] Figure 6 It is a structural schematic diagram of the extended structural part of the present invention;

[0034] Figure 7 This is a structural diagram of the interior of the detection chamber of the present invention;

[0035] In the figure: 1. Fixed channel; 2. Detection chamber; 3. Inlet; 4. Outlet; 5. Guide channel; 6. Support member; 7. Vibration tube; 8. Extension structure; 9. Reflection plate; 10. Fixed frame; 11. Fixed plate; 12. End plate; 13. Laser; 14. First docking bearing; 15. Fixed docking pipe; 16. Hose; 17. Movable docking pipe; 18. Vibration driver; 19. Laminating 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 DESCRIPTION

[0036] In order to make the technical means, creative features, objectives and effects achieved by the present invention easier to understand, the present invention is further described below in conjunction with specific implementation methods.

[0037] Example 1:

[0038] See also Figures 1 to 7 This embodiment provides the following technical solution: a method for calculating flight carbon emissions. In this embodiment, the flight operation process is divided into two phases, with the flight altitude of 3,000 feet from the airport plane as the boundary: LTO (Landing and Take-Off cycle) and CCD (Climb-Cruise-Descent). When the flight altitude does not exceed 3,000 feet from the airport plane, it enters the LTO phase. The LTO phase is further divided into multiple sub-phases: Taxi (including taxiing out and taxiing in), Take-off, Climb-out, Approach, and Landing. When the aircraft altitude exceeds 3,000 feet from the airport plane after takeoff and before landing, it is classified as the CCD phase.

[0039] Referring to the ICAO carbon dioxide calculation model based on engine fuel consumption rate, the carbon emission calculation model for the LTO stage and CCD stage is given. The carbon emission model for a single aircraft in the LTO stage is:

[0040] ;

[0041] Among them, F i is the fuel consumption of an aircraft equipped with type i engine during the LTO process, j represents the four operation phases of an aircraft take-off and landing process: take-off, climb-out, approach and taxi; T ij is the operating time of the aircraft with engine category i in stage j; R ij is the fuel consumption rate of the aircraft with engine type i in stage j; N i The number of engines for aircraft with engines of category i;

[0042] The carbon emission model of the CCD stage is:

[0043] ;

[0044] E CCD To calculate the total carbon emissions of aircraft during the CCD stage; T i is the operating time of the aircraft with engine category i in the CCD phase; R i is the fuel consumption rate of the aircraft with engine type i during the CCD phase; n i is the number of flights equipped with category i engines.

[0045] In this embodiment, the carbon emission coefficient of aviation fuel is combined I , and the LTO stage is equipped with the i Number of flights with engine type n i , we can get the total carbon emissions of aircraft in the LTO stage E LTO for:

[0046] .

[0047] In this embodiment, the operating time of the aircraft in each stage is multiplied by the engine fuel consumption rate corresponding to that stage and then multiplied by the number of engines to obtain the total fuel consumption of a single flight of the aircraft in the LTO stage. The total fuel consumption is then multiplied by the carbon emission coefficient and the number of aircraft flights to obtain the total carbon emissions of the aircraft in the LTO stage.

[0048] In this embodiment, the total carbon emissions of various types of aircraft in the LTO stage are added together to obtain the total carbon emissions of all statistical aircraft in the LTO stage. To improve the accuracy of the results, the duration of each operation stage in the actual calculation is based on the actual operation duration of the corresponding flight obtained based on historical data.

[0049] In this embodiment, the cruising phase time is multiplied by the engine fuel consumption rate during the cruising phase and then multiplied by the number of engines to obtain the total fuel consumption of the flight during the cruising phase, which is then multiplied by the carbon emission coefficient to obtain the total carbon emissions of the flight during the cruising phase.

[0050] This embodiment also includes selecting the fuel consumption rate in the climbing working state as the calculation basis for the cruise phase, and the flight CCD phase time also uses the actual result of historical data statistics.

[0051] In this embodiment, the total carbon emissions E of the flight's entire life cycle is the sum of the carbon emissions in the LTO stage and the carbon emissions in the CCD stage, that is:

[0052] .

[0053] 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:

[0054] ;

[0055] in: 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 base fuel coefficient; C f2 is the height compensation coefficient; C f3 is the temperature compensation coefficient; T ISA It is the international standard temperature.

[0056] Example 2:

[0057] This embodiment also provides a computing system using the aforementioned calculation method. The system's architecture 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 dynamics data interface. The computing engine layer includes an independent computing module for the LTO / CCD phase. The data storage layer is used for ICAO database integration and local storage. The computing engine layer utilizes the Apache Arrow in-memory data structure and GPU-accelerated matrix operations. The data storage layer automatically synchronizes with the ICAO database daily and establishes a historical flight data warehouse.

[0058] Example 3:

[0059] The present embodiment also provides a fuel consumption rate verification structure, which includes a fixed channel 1, a detection chamber 2, an inlet 3, an outlet 4, an extension structure 8 and a vibration tube 7. The fixed channel 1 is installed between the inlet 3 and the outlet 4, and a guide channel 5 is connected to the side of the inlet 3 and the outlet 4. One end of the guide channel 5 is connected to a support member 6, and the support member 6 includes a fixing frame 10, a fixing plate 11, a laser 13, a reflecting plate 9 and a docking bearing. The docking bearing includes a first docking bearing 14 and a second docking bearing 25. The end of the guide channel 5 is connected to a fixed docking pipe 15. The two ends of the movable tube 7 are integrally formed with movable docking pipes 17, 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. The tops of the first docking bearing 14 and the second docking bearing 25 are welded with a fixing frame 10, and a support plate 26 is provided on the top of the fixing frame 10. The side of the support plate 26 is integrally formed with a fixing plate 11, and a fixing hole 27 is provided on the surface of the fixing plate 11. An end plate 12 is installed on the surface of the support plate 26, and a laser 13 is screwed on the surface of one of the end plates 12, and a reflector is mounted on the surface of the other end plate 12.

[0060] In this embodiment, the two docking bearings at the bottom of the fixed frame 10 are respectively connected to the two docking pipes. A detection chamber 2 is provided at the bottom of the fixed channel 1, and a vibration driver 18 is installed inside the detection chamber 2. The vibration driver 18 controls the high-frequency vibration of the vibration tube 7. When the fluid flows through, the Coriolis effect (the action of the fluid inertia force) causes a phase difference and a time difference between the inlet and outlet sections of the pipe. After the sensor captures this distortion signal, it combines the vibration frequency change to directly calculate the mass flow rate and density of the fluid, achieving high-precision measurement without relying on external compensation of the fluid temperature, pressure or composition. During this process, the entire vibration tube 7 swings, and the two ends of the vibration tube 7 are connected to the fixed docking pipe 15 through the movable docking pipe 17 and the hose 16. Therefore, the swing amplitude of the vibration tube 7 can be increased. With the help of this movable connection structure, the service life of the entire vibration tube 7 is extended, and the distortion amplitude of the two ends is increased, thereby improving the detection effectiveness of the subsequent electromagnetic sensor 23.

[0061] In this embodiment, an extension structure 8 is also provided, which includes a bonding plate 19, an extension rod 20, a transmission seat 21, a detection piece 22 and an electromagnetic sensor 23, wherein the electromagnetic sensor 23 is screwed to the inner wall of the fixed channel 1, the bonding plate 19 is installed on the surface of the vibration tube 7, and the extension rod 20 is integrally formed on the top of the bonding plate 19, and the transmission seat 21 is integrally formed on the top of the extension rod 20, and the electromagnetic sensor 23 is embedded in the top of the transmission seat 21.

[0062] When the vibration tube 7 is controlled to vibrate at high frequency by the vibration driver 18, 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 help of the electromagnetic sensors 23 at both ends, the fuel flow rate can be monitored, thereby obtaining the fuel consumption rate. In this process, the range of the phase difference is extended by the bonding plate 19 and the extension rod 20, and finally extended to the area of the detection piece 22 for detection processing. This structure can further expand the phase difference value of the detection piece 22, making the data detected by the electromagnetic sensor 23 more accurate and reliable. At the same time, with the help of the side laser 13 part passing through the two detection pieces 22 from the side, the distance data and the frequency change 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 above-mentioned 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 scope of protection of the present invention. Therefore, their internal structure principles and specifications and parameters and other technical contents will not be described in detail here.

[0063] The basic principles, main features and advantages of the present invention are shown and described above. It is obvious to those skilled in the art that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention.

[0064] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A method for calculating flight carbon emissions, characterized in that: The calculation process includes the following: This method provides a carbon emission model for a single aircraft in the LTO phase and a carbon emission model for the CCD phase. The LTO phase carbon emission model is: ； Among them, F i is the fuel consumption of an aircraft equipped with type i engine during the LTO process, j represents the four operation phases of an aircraft take-off and landing process: take-off, climb-out, approach and taxi; T ij is the operating time of the aircraft with engine category i in stage j; R ij is the fuel consumption rate of the aircraft with engine type i in stage j; N i The number of engines for aircraft with engines of category i; The carbon emission model of the CCD stage is: ； E CCD To calculate the total carbon emissions of aircraft during the CCD phase, I is The carbon emission coefficient of aviation fuel; T i is the operating time of the aircraft with engine category i in the CCD phase; R i is the fuel consumption rate of the aircraft with engine type i during the CCD phase; n i The number of flights equipped with engines of category i; The above method also relates to a fuel consumption rate verification structure, which includes a fixed channel, a detection chamber, an inlet, an outlet, an extension structure and a vibration tube, the fixed channel is installed in the middle of the inlet and the outlet, and a guide channel is connected to the side of the inlet and the outlet, one end of the guide channel is connected to a support member, the support member includes a fixed frame, a fixed plate, a laser, a reflective plate and a docking bearing, the docking bearing includes a first docking bearing and a second docking bearing, the end of the guide channel is connected to a fixed docking pipe, and movable docking pipes are integrally formed at both ends of the vibration tube, the first docking bearing is sleeved on the surface of the fixed docking pipe, the second docking bearing is sleeved on the surface of the movable docking pipe, the top of the first docking bearing and the second docking bearing are both welded with a fixed frame, a support plate is provided on the top of the fixed frame, a fixed plate is integrally formed on the side of the support plate, a fixing hole is opened on the surface of the fixed plate, an end plate is installed on the surface of the support plate, a laser is screwed on the surface of one end plate, and a reflective sheet is mounted on the surface of the other end plate, the fixed frame cooperates with the two docking bearings at the bottom to connect with the two docking pipes respectively, and at the bottom of the fixed channel A detection chamber is provided at the top, and a vibration driver is installed inside the detection chamber. The vibration driver controls the high-frequency vibration of the vibrating tube. When fluid flows through, the Coriolis effect causes phase and time differences between the inlet and outlet sections of the tube. After the sensor captures this distortion signal, it combines the vibration frequency change to directly calculate the mass flow rate and density of the fluid, achieving high-precision measurement without relying on external compensation for fluid temperature, pressure, or composition. During this process, the entire vibrating tube oscillates, and the two ends of the vibrating tube are connected to the fixed docking tube via a movable docking pipe and a hose. This can increase the swing amplitude of the vibrating tube. The movable connection structure extends the service life of the entire vibrating tube and increases the distortion amplitude at both ends, improving the detection effectiveness of subsequent electromagnetic sensors. An extension structure is also provided, which includes a bonding plate, an extension rod, a transmission seat, a detection piece, and an electromagnetic sensor. The electromagnetic sensor is screwed to the inner wall of the fixed channel. The bonding plate is mounted on the surface of the vibrating tube. The extension rod is integrally formed on the top of the bonding plate. The transmission seat is integrally formed on the top of the extension rod. The electromagnetic sensor is embedded in the top of the transmission seat.

2. The method for calculating flight carbon emissions according to claim 1, characterized in that: Combined with the carbon emission coefficient of aviation fuel I , and the LTO stage is equipped with the i Number of flights with engine type n i , we can get the total carbon emissions of aircraft in the LTO stage E LTO for: 。 3. The method for calculating flight carbon emissions according to claim 2, characterized in that: The operating time of the aircraft in each stage is multiplied by the engine fuel consumption rate corresponding to that stage and then multiplied by the number of engines to obtain the total fuel consumption of a single flight of the aircraft in the LTO stage. The total fuel consumption is then multiplied by the carbon emission coefficient and the number of aircraft flights to obtain the total carbon emissions of the aircraft in the LTO stage.

4. The method for calculating flight carbon emissions according to claim 3, characterized in that: The total carbon emissions of all types of aircraft in the LTO stage are added together to obtain the total carbon emissions of all statistical aircraft in the LTO stage. To improve the accuracy of the results, the duration of each operation stage in the actual calculation is based on the actual operation duration of the corresponding flight obtained based on historical data.

5. The method for calculating flight carbon emissions according to claim 2, characterized in that: The cruise phase time is multiplied by the engine fuel consumption rate during the cruise phase and then multiplied by the number of engines to obtain the total fuel consumption of the flight during the cruise phase, which is then multiplied by the carbon emission coefficient to obtain the total carbon emissions of the flight during the cruise phase.

6. The method for calculating flight carbon emissions according to claim 5, characterized in that: It also includes selecting the fuel consumption rate in the climbing state as the calculation basis for the cruise phase, and the flight CCD phase time also uses the actual results of historical data statistics.

7. The method for calculating flight carbon emissions according to claim 6, characterized in that: The total carbon emissions E for the entire life cycle of a flight is the sum of the carbon emissions during the LTO phase and the carbon emissions during the CCD phase, namely: 。 8. The method for calculating flight carbon emissions according to claim 1, characterized in that: The process also includes establishing a dynamic fuel flow model. 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: ； in: 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 base fuel coefficient; C f2 is the height compensation coefficient; C f3 is the temperature compensation coefficient; T ISA is the international standard atmospheric temperature.

9. A computing system using the computing method according to claim 1, characterized in that: The computing system architecture 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 dynamics data interface; the computing engine layer includes an independent computing module for the LTO / CCD stage; and the data storage layer is used for ICAO database docking and local storage.

10. The computing system according to claim 9, wherein: The computing engine layer uses Apache Arrow memory data structure and implements matrix operations through GPU acceleration. The data storage layer automatically synchronizes with the ICAO database every day and establishes a historical flight data warehouse.

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