Aircraft on-board multi-component sustainable aviation fuel blending method and apparatus

Abstract

The application relates to an aircraft on-board multi-component sustainable aviation fuel blending method and device, wherein the method comprises the following steps: collecting at least one input parameter of an aircraft; calculating an optimal blending scheme of a multi-component sustainable aviation fuel of the aircraft according to the at least one input parameter; and determining a target tank switching mode and a target blending ratio of the aircraft based on the optimal blending scheme, so as to control the on-board multi-component sustainable aviation fuel blending of the aircraft based on the target tank switching mode and the target blending ratio. Therefore, the problems in the prior art that the on-board multi-working-condition dynamic demand cannot be adapted to and the temperature, humidity and pressure real-time regulation and control mechanism is lacked, resulting in the problems of lacking multi-component flexible deployment capability and insufficient environmental adaptability, failing to establish a dynamic correlation model of "working condition-blending ratio-emission", failing to realize emission reduction optimization in the whole flight cycle, having a contradiction between emission reduction and economy, lacking an emission data real-time feedback and correction mechanism and the like are solved.

Description

Technical Field

[0001] This application relates to the field of airborne fuel supply and low-carbon emission control technology for aero-engines, and in particular to a method and apparatus for blending multi-component sustainable aviation fuel on an aircraft. Background Technology

[0002] As the global aviation industry accelerates its decarbonization process, SAF (Sustainable Aviation Fuel) has become a core pathway to reduce carbon emissions. Compared to traditional jet fuels, SAF can reduce carbon emissions by up to 90% and can be used directly in aircraft turbine engines or blended at a ratio of 1% to 50%, without requiring modifications to existing aviation infrastructure. However, the large-scale application of SAF faces multiple challenges, including the coexistence of diverse technological approaches, complex blending requirements, high costs, and compatibility with existing engine systems. Existing technological systems exhibit significant bottlenecks in addressing these challenges.

[0003] In related technologies, a ground-based premixing method is used to achieve fuel blending. Before refueling the aircraft, SAF (Salicylic Acid Fuel) and conventional aviation kerosene are physically blended on the ground in storage tanks or specific devices. This method typically only supports mixing the two fuels at a preset, fixed volume ratio. The blended fuel is then uniformly added to the aircraft's fuel system for use throughout the flight. However, this method has significant limitations in actual operation. The fixed blending ratio cannot be dynamically adjusted according to the different operating conditions of the aircraft at different flight stages, and it is difficult to adapt to the blending requirements of multi-component SAF. The blending accuracy is easily affected by the ground storage environment, making it difficult to meet the industry accuracy standards for aviation fuel blending. The fixed blending ratio cannot adapt to the differences in operating conditions throughout the entire flight cycle, which not only makes it difficult to optimize the emission reduction effect throughout the flight but also leads to poor emission reduction performance under high emission conditions. It also has poor environmental adaptability, easily affected by environmental factors such as temperature and humidity, resulting in fuel stratification problems. Long-term storage can also cause deviations in the physicochemical properties of the fuel.

[0004] However, the related technologies, due to their ground-based premixing mode, cannot adapt to the dynamic requirements of multiple airborne operating conditions and lack the ability to flexibly adjust multiple components. This makes it difficult to match the differences in physicochemical properties of diverse SAF technologies (such as HEFA (Hydroprocessed Esters and Fatty Acids), e-SAF (electro-Sustainable Aviation Fuel), methanol-to-jet fuel, etc.). Because a dynamic correlation model of "operating condition-blending ratio-emission" has not been established, it is impossible to achieve emission reduction optimization throughout the entire flight cycle. The lack of a real-time temperature, humidity, and pressure control mechanism results in insufficient environmental adaptability, a contradiction between emission reduction and economic efficiency, and a lack of a real-time emission data feedback and correction mechanism, which urgently needs improvement. Summary of the Invention

[0005] This application provides a method and apparatus for blending multi-component sustainable aviation fuel on an aircraft to solve the problems in related technologies, such as the inability to adapt to the dynamic requirements of multiple operating conditions on an aircraft and the lack of a real-time temperature, humidity and pressure control mechanism, resulting in a lack of flexible multi-component blending capability and insufficient environmental adaptability; the inability to achieve full-flight cycle emission reduction optimization due to the lack of a dynamic correlation model of "operating condition-blending ratio-emission"; the contradiction between emission reduction and economic efficiency; and the lack of a real-time emission data feedback and correction mechanism.

[0006] The first aspect of this application provides a method for blending multi-component sustainable aviation fuel on an aircraft, comprising the following steps: collecting at least one input parameter of the aircraft, wherein the at least one input parameter includes at least one of the aircraft's flight phase parameters, engine thrust requirements, and environmental parameters, wherein the at least one input parameter is collected in real time by the aircraft's onboard sensor array; calculating an optimal blending scheme for the multi-component sustainable aviation fuel based on the at least one input parameter; and determining a target fuel tank switching mode and a target blending ratio for the aircraft based on the optimal blending scheme, so as to control the blending of the multi-component sustainable aviation fuel on the aircraft based on the target fuel tank switching mode and the target blending ratio.

[0007] Through the above-mentioned technical means, the embodiments of this application can calculate the optimal blending scheme of the aircraft's onboard multi-component sustainable aviation fuel based on the aircraft's input parameters, and implement blending control in combination with the target fuel tank switching method and blending ratio, thereby achieving precise control of fuel supply rate and blending ratio. For flight scenarios with multiple operating conditions and drastic changes in temperature, humidity and pressure environment, a blending combustion method covering all flight conditions is established to balance emission reduction requirements and fuel costs at different stages, and achieve synergistic optimization of emission reduction and economy.

[0008] Optionally, in one embodiment of this application, the method further includes: collecting emission data and environmental data of the aircraft; and correcting the target fuel tank switching method and target mixing ratio based on the emission data and the environmental data.

[0009] Through the above-mentioned technical means, the embodiments of this application can collect aircraft emission data and environmental data to dynamically correct the target fuel tank switching method and mixing ratio, thereby enhancing environmental adaptability, adapting to extreme flight environments, and maintaining fuel mixing uniformity.

[0010] Optionally, in one embodiment of this application, the step of correcting the target fuel tank switching method and target blending ratio based on the emission data and the environmental data includes: constructing a digital twin model of fuel blending-combustion emissions based on the emission data and the environmental data; and correcting the target fuel tank switching method and target blending ratio based on the digital twin model in response to the emission data exceeding a preset threshold.

[0011] Through the above-mentioned technical means, the embodiments of this application can construct a digital twin model of fuel blending and combustion emissions, and correct the target fuel tank switching method and target blending ratio when emission data exceeds the standard. Thus, based on the closed-loop control system of environmental perception and digital twin, the target fuel tank switching method and blending ratio can be accurately adjusted, improving the adaptability to extreme environments and avoiding the problem of stratification and deposition caused by temperature changes.

[0012] Optionally, in one embodiment of this application, calculating the optimal blending scheme of the multi-component sustainable aviation fuel for the aircraft based on the at least one input parameter includes: generating a first operating condition blending scheme for the optimal blending scheme in response to the input parameter being a takeoff phase or an acceleration phase, wherein the first operating condition blending scheme is to increase the blending ratio of emission-reducing fuel; generating a second operating condition blending scheme for the optimal blending scheme in response to the input parameter being a cruise phase, wherein the second operating condition blending scheme is to increase the blending ratio of conventional fuel; and generating a third operating condition blending scheme for the optimal blending scheme in response to the input parameter being a hovering phase or a landing phase, wherein the third operating condition blending scheme is to dynamically adjust the blending ratio of the emission-reducing fuel.

[0013] Through the above-mentioned technical means, the embodiments of this application can identify the operating conditions of different flight stages of the aircraft and generate differentiated optimal blending schemes that match each operating condition, thereby achieving precise matching of blending schemes with operating conditions and emission requirements throughout the entire flight cycle and completing emission reduction optimization throughout the entire flight cycle.

[0014] Optionally, in one embodiment of this application, the step of controlling the blending of onboard multi-component sustainable aviation fuel based on the target fuel tank switching method and the target blending ratio includes: controlling the feedstock fuel tank to supply fuel to the blending fuel tank based on the target blending ratio; responding to the first operating condition blending scheme, controlling the first blending fuel tank to supply fuel based on the target fuel tank switching method, and controlling the second blending fuel tank to perform premixing; responding to the second operating condition blending scheme, controlling the third blending fuel tank to supply fuel based on the target fuel tank switching method; and responding to the third operating condition blending scheme, controlling the second blending fuel tank to supply fuel based on the target fuel tank switching method.

[0015] Through the above-mentioned technical means, the embodiments of this application can control the delivery of raw materials according to the target blending ratio, and match the fuel supply, premixing and switching of the target fuel tank for different working conditions, thereby adapting to the dynamic needs of multiple airborne working conditions. The direct fuel supply or compound blending fuel supply mode can be selected according to the complexity of the working conditions, taking into account the cost control during the high-altitude cruise phase and the emission reduction requirements during the low-altitude take-off phase, which is in line with the cost control goal of large-scale commercialization of SAF.

[0016] A second aspect of this application provides an airborne multi-component sustainable aviation fuel blending device, comprising: a data acquisition module for acquiring at least one input parameter of the aircraft, wherein the at least one input parameter includes at least one of the aircraft's flight phase parameters, engine thrust requirements, and environmental parameters, wherein the at least one input parameter is acquired in real time by the aircraft's airborne sensor array; a calculation module for calculating an optimal blending scheme for the multi-component sustainable aviation fuel based on the at least one input parameter; and a blending module for determining a target fuel tank switching mode and a target blending ratio of the aircraft based on the optimal blending scheme, so as to control the blending of the airborne multi-component sustainable aviation fuel based on the target fuel tank switching mode and the target blending ratio.

[0017] Through the above-mentioned technical means, the embodiments of this application can calculate the optimal blending scheme of the aircraft's onboard multi-component sustainable aviation fuel based on the aircraft's input parameters, and implement blending control in combination with the target fuel tank switching method and blending ratio, thereby achieving precise control of fuel supply rate and blending ratio. For flight scenarios with multiple operating conditions and drastic changes in temperature, humidity and pressure environment, a blending combustion method covering all flight conditions is established to balance emission reduction requirements and fuel costs at different stages, and achieve synergistic optimization of emission reduction and economy.

[0018] Optionally, in one embodiment of this application, it further includes: a data acquisition module for acquiring emission data and environmental data of the aircraft; and a correction module for correcting the target fuel tank switching method and target mixing ratio based on the emission data and the environmental data.

[0019] Through the above-mentioned technical means, the embodiments of this application can collect aircraft emission data and environmental data to dynamically correct the target fuel tank switching method and mixing ratio, thereby enhancing environmental adaptability, adapting to extreme flight environments, and maintaining fuel mixing uniformity.

[0020] Optionally, in one embodiment of this application, the correction module includes: a construction unit, configured to construct a digital twin model of fuel blending-combustion emissions based on the emission data and the environmental data; and a first correction unit, configured to correct the target fuel tank switching method and the target blending ratio based on the digital twin model in response to the emission data exceeding a preset threshold.

[0021] Through the above-mentioned technical means, the embodiments of this application can construct a digital twin model of fuel blending and combustion emissions, and correct the target fuel tank switching method and target blending ratio when emission data exceeds the standard. Thus, based on the closed-loop control system of environmental perception and digital twin, the target fuel tank switching method and blending ratio can be accurately adjusted, improving the adaptability to extreme environments and avoiding the problem of stratification and deposition caused by temperature changes.

[0022] Optionally, in one embodiment of this application, the calculation module includes: a first generation unit, configured to generate a first operating condition blending scheme for the optimal blending scheme in response to the input parameter being a takeoff phase or an acceleration phase, wherein the first operating condition blending scheme is to increase the blending ratio of emission-reducing fuel; a second generation unit, configured to generate a second operating condition blending scheme for the optimal blending scheme in response to the input parameter being a cruise phase, wherein the second operating condition blending scheme is to increase the blending ratio of ordinary fuel; and a third generation unit, configured to generate a third operating condition blending scheme for the optimal blending scheme in response to the input parameter being a hovering phase or a landing phase, wherein the third operating condition blending scheme is to dynamically adjust the blending ratio of the emission-reducing fuel.

[0023] Through the above-mentioned technical means, the embodiments of this application can identify the operating conditions of different flight stages of the aircraft and generate differentiated optimal blending schemes that match each operating condition, thereby achieving precise matching of blending schemes with operating conditions and emission requirements throughout the entire flight cycle and completing emission reduction optimization throughout the entire flight cycle.

[0024] Optionally, in one embodiment of this application, the blending module includes: a conveying unit, configured to control the delivery of fuel from the feedstock tank to the blending tank based on the target blending ratio; a first control unit, configured to control the fuel supply of the first blending tank based on the target tank switching method in response to the first operating condition blending scheme, and control the second blending tank to perform premixing; a second control unit, configured to control the fuel supply of the third blending tank based on the target tank switching method in response to the second operating condition blending scheme; and a third control unit, configured to control the fuel supply of the second blending tank based on the target tank switching method in response to the third operating condition blending scheme.

[0025] Through the above-mentioned technical means, the embodiments of this application can control the delivery of raw materials according to the target blending ratio, and match the fuel supply, premixing and switching of the target fuel tank for different working conditions, thereby adapting to the dynamic needs of multiple airborne working conditions. The direct fuel supply or compound blending fuel supply mode can be selected according to the complexity of the working conditions, taking into account the cost control during the high-altitude cruise phase and the emission reduction requirements during the low-altitude take-off phase, which is in line with the cost control goal of large-scale commercialization of SAF.

[0026] A third aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the aircraft onboard multi-component sustainable aviation fuel blending method as described in the above embodiments.

[0027] A fourth aspect of this application provides a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for blending multi-component sustainable aviation fuel on an aircraft.

[0028] A fifth aspect of this application provides a computer program product that stores a computer program that, when executed by a processor, implements the above-described method for blending multi-component sustainable aviation fuel on an aircraft.

[0029] This application's embodiments can calculate the optimal blending scheme for airborne multi-component sustainable aviation fuel based on aircraft input parameters, and implement blending control by combining the target fuel tank switching method and blending ratio, thereby achieving precise regulation of fuel supply rate and blending ratio. For flight scenarios involving multiple operating conditions and drastic changes in temperature, humidity, and pressure, a blending combustion method covering all flight conditions is established to balance emission reduction requirements and fuel costs at different stages, achieving synergistic optimization of emission reduction and economy. This solves the problems in related technologies, such as the inability to adapt to dynamic airborne operating conditions and the lack of a real-time temperature, humidity, and pressure control mechanism, resulting in insufficient flexible multi-component blending capabilities and environmental adaptability; the inability to achieve full-flight-cycle emission reduction optimization due to the lack of a dynamic correlation model of "operating condition-blending ratio-emissions"; the contradiction between emission reduction and economy; and the lack of a real-time emission data feedback and correction mechanism.

[0030] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0031] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart illustrating a method for blending multi-component sustainable aviation fuel on an aircraft, according to an embodiment of this application. Figure 2 This is a schematic diagram of the structure of an airborne multi-component sustainable aviation fuel blending system according to an embodiment of this application; Figure 3 This is a flowchart illustrating the operation of a closed-loop control system according to an embodiment of this application. Figure 4This is a schematic diagram of the structure of an airborne multi-component sustainable aviation fuel blending device provided according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application.

[0032] Figure label: 100 - Acquisition module, 200 - Calculation module, 300 - Mixing module; 501 - Memory, 502 - Processor, 503 - Communication interface. Detailed Implementation

[0033] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0034] The following description, with reference to the accompanying drawings, describes an embodiment of an airborne multi-component sustainable aviation fuel blending method and apparatus for aircraft. Addressing the issues raised in the background section regarding related technologies, which suffer from limitations in adapting to dynamic demands of multiple airborne operating conditions and lacking real-time temperature, humidity, and pressure control mechanisms, resulting in insufficient flexibility in multi-component blending and environmental adaptability, the absence of a dynamic correlation model between "operating condition-blending ratio-emissions" hinders full-flight-cycle emission reduction optimization, and creates a conflict between emission reduction and economic efficiency, as well as a lack of real-time emission data feedback and correction mechanisms, this application provides an airborne multi-component sustainable aviation fuel blending method. This method calculates the optimal blending scheme for the aircraft's airborne multi-component sustainable aviation fuel based on the aircraft's input parameters and implements blending control by combining the target fuel tank switching method and blending ratio. This achieves precise control of the fuel supply rate and blending ratio. For flight scenarios involving multiple operating condition switching and drastic changes in temperature, humidity, and pressure, a blending combustion method covering all flight operating conditions is established to balance emission reduction requirements and fuel costs at different stages, achieving synergistic optimization of emission reduction and economic efficiency. This solves the problems in related technologies, such as the inability to adapt to the dynamic needs of multiple airborne operating conditions and the lack of a real-time temperature, humidity and pressure control mechanism, resulting in a lack of flexible multi-component blending capability and insufficient environmental adaptability; the inability to achieve full flight cycle emission reduction optimization due to the lack of a dynamic correlation model of "operating condition-blending ratio-emission"; the contradiction between emission reduction and economic efficiency; and the lack of a real-time feedback and correction mechanism for emission data.

[0035] Before introducing the method for blending multi-component sustainable aviation fuel on airborne vehicles according to the embodiments of this application, the system for blending multi-component sustainable aviation fuel on airborne vehicles involved in the embodiments of this application will be introduced first.

[0036] Specifically, Figure 1This is a schematic diagram of the structure of an airborne multi-component sustainable aviation fuel blending system provided according to an embodiment of this application.

[0037] The aircraft's onboard multi-component sustainable aviation fuel blending system adopts a three-stage-two-stage-one-stage fuel tank structure, specifically including: a three-stage feedstock fuel tank, a two-stage blending fuel tank, a one-stage blending fuel tank, and auxiliary control components.

[0038] The three-stage feedstock tank system comprises 3-5 independent tanks, each storing different types of fuel, including but not limited to: HEFA sustainable aviation fuel (low calorific value 43-44 MJ / kg, low emissions, cost $1200-1500 / ton), CO2-synthesized e-SAF (carbon emission reduction ≥85%, cost $2500-3000 / ton), methanol-to-jet fuel (jet fuel selectivity 60%-70%), conventional JetA-1 jet fuel (cost benchmark, higher particulate emissions), and biodiesel derivatives. Each tank is equipped with an independent delivery branch, which is connected in series with a fuel filter (filtration accuracy ≥5μm), a high-precision electromagnetic flowmeter (measuring range 0.3-55L / min, accuracy ±0.5%), a variable frequency gear pump (fuel supply rate adjustment range 0.5-50L / min), and a variable frequency control valve (adjustment accuracy ±0.3%), enabling independent and precise control of the flow rate of each fuel type to meet fuel supply requirements under different thrust demands.

[0039] Secondary blending tank: Equipped with two parallel blending units, each unit has a built-in spiral static mixer (mixing uniformity variance ≤5%). The tertiary tank supplies fuel to the secondary tank via independent pipelines, which are equipped with pressure sensors (measuring range 0.1~10MPa) and temperature sensors (-55℃~+45℃). The secondary tank adopts a "working-standby" switching mode: when one tank supplies fuel to the engine, the other tank completes the target component blending based on the predicted operating conditions, with a switching response time ≤0.3 seconds, avoiding fuel supply interruption.

[0040] Primary blending tank: Equipped with one main blending unit, the output lines of both secondary tanks are connected to this unit. It features built-in multi-layer baffles and an ultrasonic oscillation device (oscillation frequency 20~40kHz) to achieve deep homogenization of multi-component fuels. Both primary and secondary tanks are equipped with independent fuel supply outlets, connected to the engine's main fuel line via a three-way solenoid valve. Direct fuel supply or compound blending fuel supply mode can be selected according to the complexity of operating conditions.

[0041] Auxiliary control components: A new nitrogen purging branch is added, connecting to the three-stage fuel tank and each stage of the delivery pipeline. The nitrogen source uses an onboard small high-pressure nitrogen cylinder (pressure ≥10MPa) to purge residual fuel in the pipeline before flight or during fuel switching, preventing cross-contamination between different fuels from affecting the blending ratio. One-way valves are installed at the connections of the primary and secondary fuel tanks and the engine fuel main to prevent fuel backflow and ensure fuel supply safety in airborne environments. The filtration, high-precision flow monitoring, and nitrogen purging components can improve the blending ratio accuracy to ±0.8%, increase fuel supply rate stability by 20%, and effectively avoid fuel cross-contamination and pipeline residue effects.

[0042] For example, the parameters for the third-stage feedstock tank can be: 500 L for HEFA-SAF (Hydroprocessed Esters and Fatty Acids-Sustainable Aviation Fuel), 300 L for e-SAF, 400 L for methanol-to-jet fuel, and 600 L for conventional Jet A-1 fuel, made of aerospace-grade aluminum alloy, and equipped with explosion-proof valves and level sensors; the parameters for the second-stage blending tank can be: 200 L for each tank, with a built-in DN50 spiral static mixer and a ZCF-20 electromagnetic flow control valve; the parameters for the first-stage blending tank can be: 300 L for each tank, with an ultrasonic oscillation device of 500 W power and a working frequency of 30 kHz; the sensor group can be an OPC-N3 optical particle counter, an SHT30 temperature and humidity sensor, and a BMP388 barometric pressure sensor; the control module can use an FPGA (Field-Programmable Gate Array) core controller, integrating GT-power... The lightweight simulation algorithm has a computational latency of ≤100 ms. It supports multiple SAF technology routes such as HEFA and e-SAF, and is seamlessly compatible with existing aero-engine fuel systems. No engine modification is required, resulting in low cost for widespread application.

[0043] Specifically, Figure 2 This is a schematic flowchart of a method for blending multi-component sustainable aviation fuel on an aircraft, provided in an embodiment of this application.

[0044] like Figure 2 As shown, the method for blending multi-component sustainable aviation fuel onboard this aircraft includes the following steps: In step S201, at least one input parameter of the aircraft is collected, wherein the at least one input parameter includes at least one of the aircraft's flight phase parameters, engine thrust requirements, and environmental parameters, wherein the at least one input parameter is collected in real time by the aircraft's onboard sensor array.

[0045] It is understood that at least one input parameter in the embodiments of this application may include, but is not limited to, flight phase parameters, engine thrust requirements, and environmental parameters.

[0046] In actual implementation, the embodiments of this application can collect flight phase parameters (hovering, cruise, acceleration, takeoff, landing, taxiing), engine thrust requirements (10%~100% rated thrust), and environmental parameters (temperature -55℃~+45℃, humidity 0~100% RH, air pressure 20~101kPa) in real time. Among them, the takeoff phase focuses on monitoring low-altitude atmospheric pollution sensitive areas (altitude ≤1000m), and the cruise phase monitors the high-altitude contrail cloud formation conditions (temperature ≤-40℃, humidity ≥60%).

[0047] The embodiments of this application can collect the core input parameters of the aircraft's operating conditions and environment in real time, providing a real-time and accurate data source for subsequent calculation of the optimal mixing scheme, ensuring that the mixing scheme can match the actual state of the aircraft.

[0048] In step S202, the optimal blending scheme of the multi-component sustainable aviation fuel for the aircraft is calculated based on at least one input parameter.

[0049] It is understood that the optimal blending scheme in the embodiments of this application can be understood as a scheme obtained by analyzing the differences in emission characteristics of the engine under different operating conditions based on at least one input parameter.

[0050] In actual implementation, the embodiments of this application can use the GT-power module to perform coupled calculations on the input parameters and output the optimal blending scheme. For example, based on the real-time input parameters of the aircraft, combined with the physicochemical properties of multi-component sustainable aviation fuel and emission control targets under different operating conditions, the optimal blending scheme of multi-component fuel ratio that can balance emission reduction effect and fuel economy is calculated by the GT-power lightweight simulation algorithm.

[0051] The embodiments of this application can dynamically generate the optimal blending scheme based on input parameters, overcoming the shortcomings of fixed-ratio premixing on the ground, and enabling the fuel supply strategy to respond flexibly and scientifically to real-time changes in flight status, environment and economy.

[0052] Optionally, in one embodiment of this application, calculating the optimal blending scheme of the multi-component sustainable aviation fuel for the aircraft based on at least one input parameter includes: generating a first operating condition blending scheme in response to the input parameter being the takeoff phase or the acceleration phase, wherein the first operating condition blending scheme is to increase the blending ratio of emission-reducing fuel; generating a second operating condition blending scheme in response to the input parameter being the cruise phase, wherein the second operating condition blending scheme is to increase the blending ratio of ordinary fuel; and generating a third operating condition blending scheme in response to the input parameter being the hovering phase or the landing phase, wherein the third operating condition blending scheme is to dynamically adjust the blending ratio of emission-reducing fuel.

[0053] For example, embodiments of this application may adopt differentiated multi-component sustainable aviation fuel blending strategies according to the differences in operating conditions during different flight phases.

[0054] Specifically, during takeoff / acceleration, the aircraft operates at high thrust (thrust ≥ 70% of rated thrust) and is in a low-altitude environment, making it highly sensitive to emissions. A strategy is adopted that the e-SAF blending ratio is 30%~50%, the HEFA-SAF blending ratio is controlled at 20%~30%, and the traditional aviation kerosene blending ratio is ≤20%. Particulate matter emission intensity during takeoff is significantly higher than during cruise, reaching 3.4~3.9 times that of cruise. The high emission reduction characteristics of e-SAF and HEFA-SAF can effectively reduce PM number concentration by ≥30%, meeting the requirements for low-altitude emission control.

[0055] Once in the cruise phase, the aircraft operates at low to medium thrust (30%–50% of rated thrust) and is in a high-altitude environment. At this time, the blending strategy is adjusted to increase the proportion of conventional aviation kerosene (40%–60%), maintain the HEFA-SAF blending ratio at 20%–30%, and the e-SAF blending ratio at ≤10%. High-altitude environments are less prone to contrails and have relatively lower sensitivity to emissions. By increasing the proportion of low-cost conventional aviation kerosene, the overall fuel cost can be reduced by 10%–15%, balancing emission reduction effectiveness with economic efficiency.

[0056] During the hovering / landing phase, the aircraft exhibits variable thrust characteristics and is in a near-ground environment, requiring dynamic adjustment of the blending ratio. Specifically, the HEFA-SAF blending ratio is controlled at 25%~40%, the e-SAF blending ratio at 10%~20%, and the conventional aviation kerosene blending ratio at 30%~45%. This approach balances emission control and energy consumption requirements while adapting to the frequent operational mode switching during this phase, ensuring the synergistic achievement of flight stability and emission reduction effects.

[0057] The embodiments of this application can identify the operating conditions of the aircraft in different flight stages and generate differentiated optimal blending schemes that match each operating condition, thereby achieving precise matching of blending schemes with operating conditions and emission requirements throughout the entire flight cycle and completing emission reduction optimization throughout the entire flight cycle.

[0058] In step S203, the target fuel tank switching method and target blending ratio of the aircraft are determined based on the optimal blending scheme, so as to control the blending of the aircraft's onboard multi-component sustainable aviation fuel based on the target fuel tank switching method and target blending ratio.

[0059] It is understood that the target fuel tank switching method in the embodiments of this application can be understood as a control strategy for the fuel supply sequence and working mode of airborne fuel tanks of different components and blending tanks based on the optimal blending scheme; the target blending ratio can be understood as the multi-component fuel ratio value specified in the optimal blending scheme, and the two together constitute the execution basis for airborne fuel blending.

[0060] In practical implementation, the embodiments of this application can achieve fuel tank switching through electromagnetic valve groups according to the optimal blending scheme, with precise and rapid adjustment of the blending ratio to ensure combustion stability during operating condition switching. For example, the target blending ratio is determined based on the proportion values ​​in the optimal blending scheme, and then the target fuel tank switching method is formulated in combination with the layout of the airborne fuel tank and the fuel storage situation; the control unit sends commands to the fuel tank control valve and the flow regulating valve according to the target fuel tank switching method and the target blending ratio to achieve precise blending of multi-component fuels.

[0061] The embodiments of this application can determine the target fuel tank switching method and target blending ratio based on the optimal blending scheme, and control the blending of multi-component sustainable aviation fuel on the aircraft. It can directly execute the blending operation according to the optimal blending scheme, ensuring the accuracy of the blending ratio. At the same time, by optimizing the fuel tank switching method, the response speed of the blending process is improved, meeting the dynamic requirements of the aircraft under multiple operating conditions.

[0062] Optionally, in one embodiment of this application, controlling the blending of multi-component sustainable aviation fuel on an aircraft based on a target fuel tank switching method and a target blending ratio includes: controlling the supply of fuel from the feedstock fuel tank to the blending fuel tank based on the target blending ratio; responding to a first operating condition blending scheme, controlling the fuel supply of the first blending fuel tank based on the target fuel tank switching method, and controlling the second blending fuel tank to perform premixing; responding to a second operating condition blending scheme, controlling the fuel supply of the third blending fuel tank based on the target fuel tank switching method; and responding to a third operating condition blending scheme, controlling the fuel supply of the second blending fuel tank based on the target fuel tank switching method.

[0063] It is understood that in the embodiments of this application, the raw material oil tank can be a three-stage raw material oil tank; the blending oil tank can include a primary blending oil tank and a secondary blending oil tank; the oil supply of the first blending oil tank can be the secondary blending oil tank 1; the second blending oil tank can be the secondary blending oil tank 2; and the third blending oil tank can be the primary blending oil tank.

[0064] For example, in the embodiments of this application, the basic mixing ratio of each stage can be preset according to the flight plan, the fuel tank of the three-stage feedstock is refueled, the sensors and control modules perform self-checks, and the nitrogen purging procedure is started to remove residual oil in the pipeline for 30 seconds.

[0065] Specifically, during the takeoff phase (0-10 minutes), the ambient temperature is 25℃, the air pressure is 101kPa, the sensor detects the low-altitude environment, the GT-power simulation module outputs an e-SAF blending ratio of 40%, HEFA-SAF of 30%, and conventional aviation fuel of 30%, fuel is supplied by secondary fuel tank 1, and secondary blending fuel tank 2 is premixed and ready for use, with a fuel supply rate of 30L / min.

[0066] During the cruise phase (10~120 minutes), at an altitude of 10km, a temperature of -50℃ and an air pressure of 26kPa, the sensors detected the high-altitude environment. The simulation module adjusted the blending ratio to 50% methanol-based aviation kerosene, 25% HEFA-SAF, 20% conventional aviation kerosene, and 5% e-SAF. The system then switched to the primary blending tank for fuel supply at a rate of 15L / min. During the descent phase (120-130 minutes), the altitude decreased to 500m, the temperature was 15℃, and the emission sensor detected a rise in particulate matter concentration to 8×10⁻⁶. 5 The data is collected per cubic centimeter and fed back to the simulation module. The blending ratio is then corrected to 35% HEFA-SAF, 15% e-SAF, and 50% conventional aviation kerosene. The system is then switched to supply fuel from the secondary blending tank 2. The embodiments of this application can control the delivery of raw materials according to the target blending ratio, and match the fuel supply, premixing and switching of the target fuel tank for different working conditions, thereby adapting to the dynamic needs of multiple airborne working conditions. The direct fuel supply or compound blending fuel supply mode can be selected according to the complexity of the working conditions, taking into account the cost control during the high-altitude cruise phase and the emission reduction requirements during the low-altitude take-off phase, which is in line with the cost control goals of the large-scale commercialization of SAF.

[0067] Optionally, in one embodiment of this application, the method further includes: collecting emission data and environmental data of the aircraft; and correcting the target fuel tank switching method and target mixing ratio based on the emission data and environmental data.

[0068] It is understood that the emission data in the embodiments of this application may include at least one of particulate matter number concentration and gaseous pollutant emission data; the environmental data may include at least one of temperature, humidity and air pressure.

[0069] In practical implementation, the embodiments of this application can install an integrated emission sensor group 50 cm downstream of the aircraft's tail exhaust nozzle, including an optical particle counter (measurement range 10~1000 nm, accuracy ±5%), NO... x / CO chemical sensor (detection limit 0.1 ppm) collects particulate matter number concentration and gaseous pollutant emission data in real time, with a data sampling frequency of 10 Hz.

[0070] Furthermore, temperature and humidity sensors (measurement accuracy ±0.5℃, ±3% RH) and air pressure sensors (measurement accuracy ±0.1 kPa) are installed on the outside of the fuselage and the engine air intake to monitor flight environment parameters in real time and provide a basis for mixing ratio correction.

[0071] For example, the embodiments of this application can collect emission data and environmental data every 5 seconds through sensors, and adjust the blending ratio in real time to ensure a balance between emission compliance and economy. Through real-time sensing of temperature, humidity and pressure, it can adapt to extreme flight environments of -55℃ to +45℃ and 20 to 101 kPa, and maintain fuel mixing uniformity of more than 95%.

[0072] The embodiments of this application can collect aircraft emission data and environmental data to dynamically correct the target fuel tank switching method and mixing ratio, thereby enhancing environmental adaptability, adapting to extreme flight environments, and maintaining fuel mixing uniformity.

[0073] Optionally, in one embodiment of this application, correcting the target fuel tank switching method and target blending ratio based on emission data and environmental data includes: constructing a digital twin model of fuel blending-combustion emissions based on emission data and environmental data; and correcting the target fuel tank switching method and target blending ratio based on the digital twin model in response to emission data exceeding a preset threshold.

[0074] It is understood that the digital twin model of fuel blending-combustion emissions in the embodiments of this application can be a digital mapping model based on physical blending and combustion systems, capable of simulating fuel mixing states and combustion emission results under different blending ratios and environmental conditions; the preset threshold can be particulate matter emission concentration ≤1×10 during takeoff. 6 Units / cm³ or ≤3×10 during cruise phase 5 The preset threshold can be set by those skilled in the art according to the actual situation, and no specific restrictions are imposed here.

[0075] For example, in this application embodiment, the collected emission data and environmental data can be fed back to the simulation module (built-in GT-power) to construct a digital twin model of fuel blending and combustion emissions. When the particulate matter emission concentration exceeds a preset threshold (≤1×10⁻⁶ during takeoff), the model will be used to simulate the emissions. 6 Units / cm³, cruise phase ≤3×10 5 When the fuel volume is (units / cm³), the model uses a PID algorithm to correct the blending ratio with a correction step size of 0.5%~2% to ensure emission control accuracy. Simultaneously, considering the influence of temperature on fuel-liquid bridge force, the mixer oscillation frequency is automatically adjusted when the ambient temperature changes by ≥5℃ to prevent fuel stratification. When the pipeline flow deviation exceeds ±1%, the variable frequency gear pump speed is adjusted in real time to calibrate the fuel supply rate.

[0076] The embodiments of this application can construct a digital twin model of fuel blending and combustion emissions, and correct the target fuel tank switching method and target blending ratio when emission data exceeds the standard. Thus, based on the closed-loop control system of environmental perception and digital twin, the target fuel tank switching method and blending ratio can be accurately adjusted, improving adaptability to extreme environments and avoiding the problem of stratification and deposition caused by temperature changes.

[0077] Specifically, it can be combined with Figure 3 As shown, the working principle of the airborne multi-component sustainable aviation fuel blending method in this application is explained in detail with a specific embodiment.

[0078] like Figure 3 As shown, the embodiments of this application may include environmental / operating condition / fuel status input → GT-power simulation → blending execution → emission detection → feedback correction.

[0079] Specifically, this embodiment of the application uses real-time collected route planning settings, environmental parameters, flight operating condition parameters, and fuel status parameters as input. These environmental / operating condition / fuel status input parameters are sent to a simulation module, which serves as the core computing unit. This module integrates an FPGA core controller and the GT-power lightweight simulation algorithm to dynamically generate the optimal blending scheme and match differentiated blending strategies for different flight phases. After the calculation results are sent to the blending execution layer, the system will connect to the three-stage feedstock tanks storing various fuels, switching between the secondary and primary blending tanks. By controlling pumps, valves, and other actuators, it precisely completes the proportioning and mixing of different fuel components and supplies blended fuel adapted to the current operating conditions to the engine, achieving fuel supply strategy adaptation for takeoff, cruise, and landing phases.

[0080] Emissions generated during engine operation enter the emission detection layer, where particulate matter and gaseous matter are detected to collect emission data. This data is then transmitted to the algorithm correction module, which, in conjunction with environmental parameters and relying on the fuel blending-combustion emission digital twin model, generates blending ratio correction and fuel injection rate calibration commands. These commands are then fed back to the blending execution layer, forming a complete closed-loop control process.

[0081] The airborne multi-component sustainable aviation fuel blending method proposed in this application can calculate the optimal blending scheme of the airborne multi-component sustainable aviation fuel based on the aircraft's input parameters, and implement blending control by combining the target fuel tank switching method and blending ratio, thereby achieving precise control of fuel supply rate and blending ratio. For flight scenarios with multiple operating conditions and drastic changes in temperature, humidity, and pressure, a blending combustion method covering all flight conditions is established to balance emission reduction requirements and fuel costs at different stages, achieving synergistic optimization of emission reduction and economy. This solves the problems in related technologies, such as the inability to adapt to the dynamic requirements of multiple airborne operating conditions and the lack of a real-time temperature, humidity, and pressure control mechanism, resulting in insufficient flexible multi-component blending capability and environmental adaptability; the inability to achieve full-flight cycle emission reduction optimization due to the lack of a dynamic correlation model of "operating condition-blending ratio-emission"; the contradiction between emission reduction and economy; and the lack of a real-time emission data feedback and correction mechanism.

[0082] Next, with reference to the accompanying drawings, an airborne multi-component sustainable aviation fuel blending device proposed according to an embodiment of this application is described.

[0083] Figure 4 This is a schematic diagram of the structure of an airborne multi-component sustainable aviation fuel blending device according to an embodiment of this application.

[0084] like Figure 4 As shown, the aircraft-borne multi-component sustainable aviation fuel blending device 10 includes: a data acquisition module 100, a computing module 200, and a blending module 300.

[0085] The acquisition module 100 is used to acquire at least one input parameter of the aircraft. The at least one input parameter includes at least one of the aircraft's flight phase parameters, engine thrust requirements, and environmental parameters. The at least one input parameter is acquired in real time by the aircraft's onboard sensor group.

[0086] The calculation module 200 is used to calculate the optimal blending scheme of the multi-component sustainable aviation fuel for the aircraft based on at least one input parameter.

[0087] The blending module 300 is used to determine the target fuel tank switching method and target blending ratio of the aircraft based on the optimal blending scheme, so as to control the blending of the aircraft's onboard multi-component sustainable aviation fuel based on the target fuel tank switching method and target blending ratio.

[0088] Optionally, in one embodiment of this application, it further includes a data acquisition module and a correction module.

[0089] The data acquisition module is used to collect emissions and environmental data from the aircraft. The correction module is used to correct the target fuel tank switching method and target blending ratio based on emission data and environmental data.

[0090] Optionally, in one embodiment of this application, the correction module includes: a construction unit and a first correction unit.

[0091] The building unit is used to construct a digital twin model of fuel blending and combustion emissions based on emissions and environmental data.

[0092] The first correction unit is used to correct the target fuel tank switching method and target blending ratio based on a digital twin model in response to emission data exceeding a preset threshold.

[0093] Optionally, in one embodiment of this application, the calculation module 200 includes: a first generation unit, a second generation unit, and a third generation unit.

[0094] The first generation unit is used to generate a first operating condition blending scheme in response to the input parameters being either the takeoff phase or the acceleration phase, wherein the first operating condition blending scheme is to increase the blending ratio of the emission reduction fuel.

[0095] The second generation unit is used to generate a second operating condition blending scheme in response to the input parameter being the cruise phase, wherein the second operating condition blending scheme is to increase the blending ratio of ordinary fuel.

[0096] The third generation unit is used to generate the third operating condition blending scheme in response to the input parameters being the hovering stage or the landing stage. The third operating condition blending scheme is to dynamically adjust the blending ratio of the emission reduction fuel.

[0097] Optionally, in one embodiment of this application, the mixing module 300 includes: a conveying unit, a first control unit, a second control unit, and a third control unit.

[0098] The conveying unit is used to control the delivery of fuel from the feedstock tank to the blending tank based on the target blending ratio.

[0099] The first control unit is used to respond to the first working condition mixing scheme, control the oil supply of the first mixing tank based on the target oil tank switching mode, and control the second mixing tank to perform premixing.

[0100] The second control unit is used to control the oil supply of the third blending tank in response to the second operating condition blending scheme, based on the target oil tank switching method.

[0101] The third control unit is used to control the oil supply of the second blending tank in response to the third operating condition blending scheme, based on the target oil tank switching method.

[0102] It should be noted that the foregoing explanation of the embodiment of the airborne multi-component sustainable aviation fuel blending method also applies to the airborne multi-component sustainable aviation fuel blending device of this embodiment, and will not be repeated here.

[0103] The airborne multi-component sustainable aviation fuel blending device proposed in this application can calculate the optimal blending scheme of the airborne multi-component sustainable aviation fuel based on the aircraft's input parameters, and implement blending control in conjunction with the target fuel tank switching method and blending ratio, thereby achieving precise control of fuel supply rate and blending ratio. For flight scenarios involving multiple operating conditions and drastic changes in temperature, humidity, and pressure, a blending combustion method covering all flight conditions is established to balance emission reduction requirements and fuel costs at different stages, achieving synergistic optimization of emission reduction and economy. This solves the problems in related technologies, such as the inability to adapt to dynamic requirements of multiple airborne operating conditions and the lack of a real-time temperature, humidity, and pressure control mechanism, resulting in insufficient flexible multi-component blending capability and environmental adaptability; the inability to achieve full-flight cycle emission reduction optimization due to the lack of a dynamic correlation model of "operating condition-blending ratio-emissions"; the contradiction between emission reduction and economy; and the lack of a real-time emission data feedback and correction mechanism.

[0104] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0105] When processor 502 executes the program, it implements the aircraft onboard multi-component sustainable aviation fuel blending method provided in the above embodiments.

[0106] Furthermore, electronic devices also include: Communication interface 503 is used for communication between memory 501 and processor 502.

[0107] The memory 501 is used to store computer programs that can run on the processor 502.

[0108] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0109] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0110] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0111] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0112] This application also provides a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for blending multi-component sustainable aviation fuel on an aircraft.

[0113] This application also provides a computer program product storing a computer program that, when executed by a processor, implements the above-described method for blending multi-component sustainable aviation fuel on an aircraft.

[0114] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0115] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0116] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0117] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0118] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0119] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0120] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0121] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for blending multi-component sustainable aviation fuel on an aircraft, characterized in that, include: The aircraft acquires at least one input parameter, wherein the at least one input parameter includes at least one of the aircraft's flight phase parameters, engine thrust requirements, and environmental parameters, wherein the at least one input parameter is acquired in real time by the aircraft's onboard sensor array; The optimal blending scheme for the multi-component sustainable aviation fuel of the aircraft is calculated based on at least one input parameter; and Based on the optimal blending scheme, the target fuel tank switching method and target blending ratio of the aircraft are determined, so as to control the blending of the aircraft's onboard multi-component sustainable aviation fuel based on the target fuel tank switching method and the target blending ratio.

2. The method according to claim 1, characterized in that, Also includes: Collect emission and environmental data from the aircraft; The target fuel tank switching method and target blending ratio are adjusted based on the emission data and the environmental data.

3. The method according to claim 2, characterized in that, The step of correcting the target fuel tank switching method and target blending ratio based on the emission data and the environmental data includes: Based on the emission data and the environmental data, a digital twin model of fuel blending-combustion emissions is constructed; In response to the emission data exceeding a preset threshold, the target fuel tank switching method and target blending ratio are corrected based on the digital twin model.

4. The method according to claim 1, characterized in that, The step of calculating the optimal blending scheme of the multi-component sustainable aviation fuel for the aircraft based on the at least one input parameter includes: In response to the input parameters being either the takeoff phase or the acceleration phase, a first operating condition blending scheme for the optimal blending scheme is generated, wherein the first operating condition blending scheme is to increase the blending ratio of emission-reducing fuels. In response to the input parameter being the cruise phase, a second operating condition blending scheme is generated for the optimal blending scheme, wherein the second operating condition blending scheme is to increase the blending ratio of ordinary fuel; In response to the input parameters being either the hovering phase or the landing phase, a third operating condition blending scheme is generated for the optimal blending scheme, wherein the third operating condition blending scheme dynamically adjusts the blending ratio of the emission reduction fuel.

5. The method according to claim 4, characterized in that, The method of controlling the blending of multi-component sustainable aviation fuel on board the aircraft based on the target fuel tank switching method and the target blending ratio includes: The fuel is supplied from the feed tank to the blending tank based on the target blending ratio. In response to the first working condition blending scheme, the first blending tank is controlled to supply oil based on the target oil tank switching method, and the second blending tank is controlled to perform premixing. In response to the second operating condition blending scheme, the third blending tank is controlled to supply oil based on the target oil tank switching method; In response to the third operating condition blending scheme, the second blending tank is controlled to supply oil based on the target tank switching method.

6. An airborne multi-component sustainable aviation fuel blending device, characterized in that, include: The acquisition module is used to acquire at least one input parameter of the aircraft, wherein the at least one input parameter includes at least one of the aircraft's flight phase parameters, engine thrust requirements, and environmental parameters, wherein the at least one input parameter is acquired in real time by the aircraft's onboard sensor array; A calculation module is used to calculate the optimal blending scheme of the multi-component sustainable aviation fuel for the aircraft based on the at least one input parameter; and The blending module is used to determine the target fuel tank switching mode and target blending ratio of the aircraft based on the optimal blending scheme, so as to control the blending of the aircraft's onboard multi-component sustainable aviation fuel based on the target fuel tank switching mode and the target blending ratio.

7. The apparatus according to claim 6, characterized in that, Also includes: The data acquisition module is used to collect emission data and environmental data of the aircraft; The correction module is used to correct the target fuel tank switching method and the target blending ratio based on the emission data and the environmental data.

8. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the program to implement the aircraft onboard multi-component sustainable aviation fuel blending method as described in any one of claims 1-5.

9. A non-volatile computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the aircraft onboard multi-component sustainable aviation fuel blending method as described in any one of claims 1-5.

10. A computer program product, comprising a computer program, characterized in that, The computer program is executed to implement the aircraft onboard multi-component sustainable aviation fuel blending method as described in any one of claims 1-5.

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