System for determining carbon emissions of target aircraft

Abstract

The present invention relates to the technical field of carbon emissions determination for aircraft, and provides a system for determining carbon emissions of a target aircraft. The system comprises: acquiring a flight duration T of the target aircraft on a target flight path, a takeoff weight of the target aircraft, and a flight height and a flight velocity of the target aircraft during a level flight phase on the target flight path; and, on the basis of a model number of the target aircraft, determining, from a preset carbon emissions calculation weight mapping table, a carbon emissions calculation weight corresponding to the target aircraft, so as to determine carbon emissions during a climb phase, the level flight phase, and a landing phase, thereby obtaining carbon emissions corresponding to the flight of the target aircraft on the target flight path. The present invention enables the determined carbon emissions corresponding to the flight of the target aircraft on the target flight path to be more accurate.

Description

A system for determining the carbon emissions of a target aircraft Technical Field

[0001] This invention relates to the field of aircraft carbon emission determination technology, and in particular to a system for determining the carbon emission of a target aircraft. Background Technology

[0002] Against the backdrop of the global climate crisis, achieving low-carbon aviation has become a crucial issue. However, the prerequisite for achieving low-carbon aviation is how to accurately calculate the carbon emissions caused by aircraft flights. In current technology, the carbon emissions caused by aircraft flights are usually calculated based on the distance the aircraft flies. However, there are many different types of aircraft, and different aircraft have different weights, engine parameters, and flight conditions corresponding to the same flight path. All of these factors can lead to significant differences in the carbon emissions of aircraft when flying the same distance. If the carbon emissions are determined solely based on the flight distance, the accuracy of the determined carbon emissions will be low. Summary of the Invention

[0003] This invention provides a system for determining the carbon emissions of a target aircraft, in order to solve the technical problem of low accuracy in determining the carbon emissions of aircraft in the prior art.

[0004] According to the target aircraft carbon emission determination system provided in this application, the system includes: a processor and a storage medium, wherein the storage medium stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded by the processor to implement the following steps:

[0005] S100, Obtain the target flight path corresponding to the target aircraft; wherein, the target flight path is any historical flight path corresponding to the target aircraft;

[0006] S200, acquire the target aircraft's flight time T, takeoff weight M, flight altitude H and speed V during the level flight phase of the target aircraft on the target flight path;

[0007] S300 determines the carbon emission calculation weight corresponding to the target aircraft from a preset carbon emission calculation weight mapping table based on the target aircraft model; the carbon emission calculation weight mapping table includes several different aircraft models and the carbon emission calculation weight corresponding to each aircraft model.

[0008] S400, if the computing power of the target device is greater than the preset computing power threshold, then based on T, M, H, V and the computing weights corresponding to the target aircraft, determine the carbon emissions Q1, Q2, and Q3 of the target aircraft during the climb phase, level flight phase, and landing phase on the target flight path; the target device is used to calculate the carbon emissions generated by the target aircraft along the target flight path.

[0009] S500, based on Q1, Q2 and Q3, determines the carbon emissions Q corresponding to the target aircraft flying on the target flight path, which is Q = Q1 + Q2 + Q3; where Q is positively correlated with M, V and T, and negatively correlated with H.

[0010] The present invention has at least the following beneficial effects:

[0011] The target aircraft carbon emission determination system of this invention acquires the flight duration T, takeoff weight, altitude, and speed of the target aircraft during the level flight phase on the target flight path. Based on the target aircraft model, it determines the corresponding carbon emission calculation weight from a preset carbon emission calculation weight mapping table to determine the carbon emissions during the climb, level flight, and landing phases, thereby obtaining the carbon emissions corresponding to the target aircraft's flight on the target flight path. In this invention, when determining the carbon emissions corresponding to the target aircraft's flight on the target flight path, the system comprehensively considers the flight duration, takeoff weight, altitude, and speed of the target aircraft during the level flight phase. Furthermore, different aircraft models have different carbon emission calculation weights when flying on the same route, thus making the determined carbon emissions corresponding to the target aircraft's flight on the target flight path more accurate.

[0012] Furthermore, existing technologies that calculate carbon emissions using fixed flight routes incorporate fewer factors, resulting in inaccurate carbon emission calculations. Calculating carbon emissions using flight trajectory points requires significant computing power. The method in this invention divides the flight trajectory into three stages for calculation. Compared to existing technologies that calculate carbon emissions based on fixed flight routes, the carbon emission calculation results are more accurate. Compared to methods that calculate carbon emissions based on flight trajectory points, the required computing power is less. This approach ensures the accuracy of carbon emission calculations while saving computing power and has a wider range of applications. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 is a flowchart of the steps executed by the processor in the target aircraft carbon emission determination system provided in an embodiment of the present invention. Detailed Implementation

[0015] The technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0016] It is worth noting that in the following description, specific details such as particular system structures and techniques are set forth for illustrative purposes rather than for limiting purposes, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application can also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of this application with unnecessary detail.

[0017] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or collections thereof. It should also be understood that, when used in this specification and the appended claims, the term "and / or" refers to any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0018] In the description of this application and the appended claims, the term "if" may be interpreted, depending on the context, as "in the case of," "when," "once," "in response to determination," or "in response to detection." Similarly, the phrases "if determined" or "if [the described condition or event] is detected" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once [the described condition or event] is detected," or "in response to detection of [the described condition or event]."

[0019] In the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance, nor are they used to describe a specific order or sequence.

[0020] The following will introduce a target aircraft carbon emission determination system by referring to the flowchart of the steps executed by the processor of the target aircraft carbon emission determination system shown in Figure 1.

[0021] The target aircraft carbon emission determination system includes a processor and a storage medium, wherein the storage medium stores at least one instruction or at least one program segment, the at least one instruction or the at least one program segment being loaded by the processor to implement the following steps:

[0022] S100, obtain the target flight path corresponding to the target aircraft; wherein, the target flight path is any historical flight path corresponding to the target aircraft.

[0023] In this embodiment, the target aircraft can be any civil aircraft, and the target aircraft has several flight paths within a preset historical time period. The target flight path is any one of the several flight paths. For example, the target flight path is the flight path of a certain type of aircraft flying from location 1 to location 2 at a specific time. It is understood that the flight paths corresponding to different aircraft flying from location 1 to location 2 may be different.

[0024] S200, acquires the target aircraft's flight duration T, takeoff weight M, flight altitude H and speed V during the level flight phase of the target aircraft on the target flight path.

[0025] In this embodiment, information such as flight duration T, flight altitude H, and flight speed can be obtained from the ADS-B data generated when the target aircraft flies on the target flight path; the takeoff weight M of the target aircraft can be directly determined from the flight parameters of the target aircraft; the flight altitude is the altitude, which can be the average flight altitude of the target aircraft during the level flight phase; the flight speed can be the average flight speed during the level flight phase.

[0026] S300 determines the carbon emission calculation weight corresponding to the target aircraft from a preset carbon emission calculation weight mapping table based on the target aircraft model; wherein, the carbon emission calculation weight mapping table includes several different aircraft models and the carbon emission calculation weight corresponding to each aircraft model.

[0027] In this embodiment, a carbon emission calculation weight mapping table is preset, which contains several different aircraft models, each aircraft model corresponding to a carbon emission calculation weight; the carbon emission calculation weight corresponding to the target aircraft may include a first carbon emission calculation weight B and a second carbon emission calculation weight β.

[0028] In this embodiment, the first carbon emission calculation weight B and the second carbon emission calculation weight β can be obtained through the following steps:

[0029] S310, determine the relationship between the carbon emissions of the target aircraft and the flight time T, takeoff weight M, flight altitude H and speed V during the level flight phase of the target aircraft, i.e., Q = x × M × (V × T / H). y Where Q represents the carbon emissions corresponding to a certain flight path of the target aircraft, and x and y are the calculation weights.

[0030] S320: Obtain flight parameters for each of the target aircraft's historical flight paths. The flight parameters include the target aircraft's flight duration on the corresponding flight path, the target aircraft's takeoff weight, the target aircraft's altitude and speed during the level flight phase on the target flight path.

[0031] S330, based on Q = x × M × (V × T / H) y Using the flight parameters obtained from S320, the equations are solved to obtain the values ​​of x and y, which gives the first carbon emission calculation weight B = x and the second carbon emission calculation weight β = y for the target aircraft.

[0032] When solving the equation, we can use Q=x×M×(V×T / H). y Find the logarithm, then solve the linear equation, and finally determine x and y using the least squares method.

[0033] In this embodiment, Q = x × M × (V × T / H) y The derivation principle is as follows:

[0034] It is understandable that if the aircraft is in the level flight phase, then the aircraft's carbon emissions are mainly related to the aircraft's weight M, a series of aircraft parameters μ, flight altitude H, flight speed V, and flight time T; thus, a functional relationship Q = f(M, μ, H, V, T) can be established between carbon emissions and the above parameters; for fixed aircraft, μ can be ignored, resulting in Q = f(M, H, V, T).

[0035] Based on the above relationship, further analysis is conducted: Suppose Q = x × M b1 ×Hb2 ×V b3 ×T b4 This can be further transformed using dimensional analysis: Q is in kg, x is a coefficient and has no dimension, M has a dimension of kg, H has a dimension of m, V has a dimension of m / s, and T has a dimension of s; thus, the dimensional relationship kg = (kg) is obtained. b1 ×(m) b2 ×(m) b3 ×(s) -b3+b4 Therefore, we get b1 = 1, b2 = -b3 = -b4; letting y = b2 = -b3 = -b4, we can obtain the relation Q = x × M × (V × T / H). y .

[0036] S400, if the computing power of the target device is greater than the preset computing power threshold, then based on T, M, H, V and the computing weights corresponding to the target aircraft, determine the carbon emissions Q1, Q2, and Q3 of the target aircraft during the climb phase, level flight phase, and landing phase on the target flight path; the target device is used to calculate the carbon emissions generated by the target aircraft along the target flight path.

[0037] In this embodiment, Q = B × M × (V × T / H) β ;β>0; It is understandable that the greater the takeoff weight, the faster the speed, and the longer the flight time of the target aircraft, the more fuel it will consume, and correspondingly, the greater the carbon emissions of the target aircraft should be; the higher the flight altitude of the target aircraft, the lower its wind resistance and the higher its engine efficiency, and correspondingly, the lower the carbon emissions of the target aircraft; This conforms to the relationship of the above formula.

[0038] In this embodiment, the computing power of the target device for calculating carbon emissions can be obtained first. If the computing power of the target device is greater than the preset computing power threshold, a more accurate carbon emission calculation method can be executed, that is, the entire flight process is divided into the takeoff stage, the level flight stage and the landing stage, and the carbon emissions of each stage are calculated separately.

[0039] Furthermore, the carbon emission calculation weights corresponding to the target aircraft include a first carbon emission calculation weight B and a second carbon emission calculation weight β; after step S400 and before step S500, the following steps are also included:

[0040] S401, If ​​the computing power of the target device is less than or equal to the preset computing power threshold, then based on T, M, H, V, B, and β, determine Q = B × M × (V × T / H). β ;β>0.

[0041] In this embodiment, if the computing power of the target device is less than or equal to a preset computing power threshold, the flight process of the target aircraft can be regarded as a whole flight process for carbon emission calculation. The calculation process is relatively simple and the calculation efficiency is high. However, when the flight distance is short, the target aircraft will have two phases during the flight process, namely the climb phase and the landing phase. When the flight distance is long, there will be a climb phase, a level flight phase, and a landing phase. The fuel consumption rate of the target aircraft is different in different phases. The fuel consumption rate in the climb phase is greater than the fuel consumption rate in the level flight phase and the landing phase. The corresponding carbon emission calculation weight should also be different for different fuel consumption rates.

[0042] Furthermore, based on the above, in order to improve the accuracy of aircraft carbon emission calculations, the following steps are included after step S200 and before step S300:

[0043] S210 divides the target flight path into climb, level flight, and landing phases based on the target aircraft's historical flight information on the target flight path.

[0044] In this embodiment, the flight trajectory generated by each flight trajectory point on the target flight path can be used to determine the flight trajectory point corresponding to the boundary between the climb phase and the level flight phase, and the flight trajectory point corresponding to the boundary between the level flight phase and the landing phase, thereby dividing the target flight path into the climb phase, the level flight phase, and the landing phase.

[0045] S220, obtain the flight time T1 of the target aircraft during the climb phase, the flight time T2 during the level flight phase, and the flight time T3 during the landing phase; where T1+T2+T3=T.

[0046] In this embodiment, based on the takeoff time t0, landing time t1, time point t2 corresponding to the flight trajectory point between the climb phase and the level flight phase, and time point t3 corresponding to the flight trajectory point between the level flight phase and the landing phase, it can be determined that T1 = t2 - t0; T2 = t3 - t2; T3 = t1 - t3.

[0047] Furthermore, step S300 includes the following steps:

[0048] S310, based on the target aircraft model, determines the third carbon emission calculation weight A1 and the fourth carbon emission calculation weight α1 for the climb phase, the fifth carbon emission calculation weight A2 and the sixth carbon emission calculation weight α2 for the level flight phase, and the seventh carbon emission calculation weight A3 and the eighth carbon emission calculation weight α3 for the landing phase from the preset carbon emission calculation weight mapping table.

[0049] In this embodiment, after dividing the flight process of the target aircraft into the climb phase, the level flight phase, and the landing phase, the climb phase, the level flight phase, and the landing phase each correspond to a set of carbon emission calculation weights. The carbon emission calculation weights for the climb phase, the level flight phase, and the landing phase corresponding to different types of aircraft can be determined by the methods in steps S310-S330, thereby obtaining the carbon emission calculation weight mapping table in this embodiment.

[0050] Furthermore, step S400 may include the following steps:

[0051] S410, obtain the altitude H1 of the target aircraft when it takes off and the altitude H2 when it lands on the ground;

[0052] S420, based on T1, M, H1, H, V, A1, and α1, determine the carbon emissions of the target aircraft during the climb phase of the target flight path: Q1 = A1 × M × (V × T1 / (H - H1)). α1 A1 > 0, α1 > 0.

[0053] S430, based on T2, M, H, V, A2, and α2, determine the carbon emissions of the target aircraft during the level flight phase of the target flight path: Q2 = A2 × M × (V × T2 / H). α2 A2 > 0, α2 > 0.

[0054] S440, based on T3, M, H, V, A1, and α3, determine the carbon emissions of the target aircraft during the landing phase of the target flight path: Q3 = A3 × M × (V × T3 / (H - H2)). α3 A3 > 0, α3 > 0.

[0055] Furthermore, step S430 may include the following steps:

[0056] S431: Obtain the flight altitude corresponding to each flight trajectory point of the target aircraft during the level flight phase on the target flight path.

[0057] S432, obtain the standard deviation of the flight altitude corresponding to all flight trajectory points during the level flight phase.

[0058] S433, if the standard deviation is less than the preset flight altitude standard deviation threshold, then based on T2, M, H, V, A2, and α2, determine the carbon emissions of the target aircraft during the level flight phase of the target flight path as Q2 = A2 × M × (V × T2 / H). α2 .

[0059] In this embodiment, the target aircraft may encounter obstacles during the level flight phase, such as avoiding cloud formations. In this case, it is usually necessary to first climb to an altitude higher than the highest point of the obstacle, then fly level over the obstacle, and finally descend back to the flight altitude before climbing. The flight altitude of the target aircraft will change significantly during the climb. If there is no obstacle avoidance, the altitude will not change significantly. Therefore, if the standard deviation of the flight altitude corresponding to all flight trajectory points during the level flight phase is less than the preset flight altitude standard deviation threshold, it is determined that the target aircraft does not avoid obstacles, and Q2 can be determined based on T2, M, H, V, A2, and α2.

[0060] Furthermore, following step S433, the following is also included:

[0061] S434, if the standard deviation is greater than the preset flight altitude standard deviation threshold, then sort each flight trajectory point in the level flight phase according to the chronological order of the time corresponding to the flight trajectory points.

[0062] In this embodiment, if the standard deviation is greater than the preset flight altitude standard deviation threshold, it indicates that the target aircraft is avoiding obstacles during the level flight phase; at this time, the flight trajectory points can be sorted according to the time of each flight trajectory point corresponding to the level flight phase.

[0063] S435, obtain the flight altitude difference between the next and previous flight trajectory points in two adjacent flight trajectory points after sorting.

[0064] S436, iterate through all flight altitude differences, determine the flight trajectory points corresponding to flight altitude differences greater than the first preset flight altitude difference threshold as flight trajectory points for the sub-climb phase, and determine the flight trajectory points corresponding to flight altitude differences less than the second preset flight altitude difference threshold as flight trajectory points for the sub-landing phase; wherein, the first preset flight altitude difference threshold is greater than 0, and the second preset flight altitude difference threshold is less than 0.

[0065] S437, traverse all flight trajectory points in the level flight phase except for the flight trajectory points in the sub-climb phase and the flight trajectory points in the sub-landing phase, and determine the flight trajectory points whose corresponding flight altitude is greater than the preset flight altitude threshold as the flight trajectory points of the sub-level flight phase; wherein, the preset flight altitude threshold is the average flight altitude corresponding to the flight trajectory points in the sub-climb phase.

[0066] In this embodiment, during the level flight phase, the altitude difference between the next flight trajectory point and the adjacent previous flight trajectory point in the sorted flight trajectory points is close to 0. During the climb phase, the flight altitude continuously increases, so the corresponding altitude difference is relatively large. During the landing phase, the flight altitude continuously decreases, so the corresponding altitude difference is negative. The flight altitude of the trajectory points corresponding to the sub-level flight phase is relatively large. Based on the above characteristics, the trajectory points corresponding to the sub-climb phase, sub-landing phase, and sub-level flight phase of the level flight phase can be determined.

[0067] S438, obtain the duration ZT1 corresponding to the sub-climb phase, the duration ZT2 corresponding to the sub-level flight phase and the flight altitude ZH, and the duration ZT3 corresponding to the sub-landing phase; ZH is determined by the information of the flight trajectory points in the sub-level flight phase.

[0068] In this embodiment, after determining the flight trajectory points corresponding to each sub-stage, ZT1, ZT2, ZH and ZT3 can be determined based on the time point and flight altitude corresponding to each flight trajectory point; ZH can be the average flight altitude corresponding to each flight trajectory point in the sub-level flight stage.

[0069] S439, determine Q2 = A2 × M × (V × (T2 - ZT1 - ZT2 - ZT3) / H) α2 +A1×M×(V×ZT1 / (ZH-H)) α1 +A2×M×(V×ZT2 / ZH) α2 +A3×M×(V×ZT3 / (ZH-H2)) α3 .

[0070] In this embodiment, since the target aircraft needs to avoid obstacles during the level flight phase, the duration of the level flight phase is T2-ZT1-ZT2-ZT3, thus enabling the determination of the target aircraft's carbon emissions during the level flight phase, excluding obstacle avoidance; A1×M×(V×ZT1 / (ZH-H)). α1 +A2×M×(V×ZT2 / ZH) α2 +A3×M×(V×ZT3 / (ZH-H2)) α3 This refers to the carbon emissions corresponding to the target aircraft avoiding obstacles; because the carbon emissions corresponding to the process of the target aircraft avoiding obstacles are calculated separately, the determined carbon emissions are more accurate.

[0071] S500, based on Q1, Q2 and Q3, determines the carbon emissions Q corresponding to the target aircraft flying on the target flight path, which is Q = Q1 + Q2 + Q3; where Q is positively correlated with M, V and T, and negatively correlated with H.

[0072] In this embodiment, after determining the carbon emission calculation weights corresponding to the climb phase, level flight phase, and landing phase respectively, and combining the flight parameters of the target aircraft in each phase, the carbon emissions corresponding to the climb phase, level flight phase, and landing phase can be determined separately, thus obtaining Q. It can be understood that when the target aircraft is flying in the same phase, the engine operates under the same conditions, but the engine operating conditions are different in different phases. Therefore, this method can improve the accuracy of determining the carbon emissions of the target aircraft.

[0073] Furthermore, prior to step S100, the following steps are also included:

[0074] S010, Obtain the initial flight trajectory point data corresponding to the target flight path.

[0075] S020, perform false identification on the initial flight trajectory point data to obtain the target flight trajectory point data.

[0076] In this embodiment, the aircraft can be understood as a civil aircraft. The initial flight trajectory point data corresponding to the flight path of each aircraft when flying on each route can be obtained through the ADS-B system used by civil aviation. It is understood that there will be false flight trajectory points in the initial flight trajectory points. False flight trajectory points can be generated by electromagnetic interference or artificial means, and it is necessary to filter out false flight data. It should be noted that those skilled in the art can use existing false flight data filtering methods to identify and filter false initial flight trajectory points, which will not be elaborated here.

[0077] Furthermore, following step S500, the following steps are also included:

[0078] S600 predicts the carbon emissions of each target aircraft in a future time period based on the carbon emissions of each target aircraft in a preset time period.

[0079] The S700 optimizes the flight of target aircraft based on their carbon emissions over a future time period.

[0080] In this embodiment, after obtaining the carbon emissions of each target aircraft within a preset time period, a preset prediction model can be used to predict the carbon emissions of each target aircraft in the future time period. Based on the prediction data, the flight of the target aircraft can be optimized so that the carbon emissions of the target aircraft meet the relevant requirements.

[0081] The target aircraft carbon emission determination system of this embodiment acquires the flight duration T, takeoff weight, altitude, and speed of the target aircraft during the level flight phase on the target flight path. Based on the target aircraft model, it determines the corresponding carbon emission calculation weight from a preset carbon emission calculation weight mapping table, thereby determining the carbon emission of the target aircraft during flight on the target flight path. In this invention, when determining the carbon emission of the target aircraft during flight on the target flight path, the system comprehensively considers the flight duration, takeoff weight, altitude, and speed of the target aircraft during the level flight phase on the target flight path. In addition, different aircraft models have different carbon emission calculation weights when flying on the same flight path, thus making the determined carbon emission of the target aircraft during flight on the target flight path more accurate.

[0082] Furthermore, existing technologies that calculate carbon emissions using fixed flight routes incorporate fewer factors, resulting in inaccurate carbon emission calculations. Calculating carbon emissions using flight trajectory points requires significant computing power. The method in this invention divides the flight trajectory into three stages for calculation. Compared to existing technologies that calculate carbon emissions based on fixed flight routes, the carbon emission calculation results are more accurate. Compared to methods that calculate carbon emissions based on flight trajectory points, the required computing power is less. This approach ensures the accuracy of carbon emission calculations while saving computing power and has a wider range of applications.

[0083] In addition, the carbon emissions corresponding to the process of the target aircraft avoiding obstacles are calculated separately, which further improves the accuracy of determining the carbon emissions corresponding to the target aircraft flying on the target flight path.

[0084] Furthermore, although the steps of the method in this disclosure are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0085] Embodiments of the present invention also provide a non-transitory computer-readable storage medium that can be disposed in an electronic device to store at least one instruction or at least one program related to implementing a method in the method embodiments, wherein the at least one instruction or the at least one program is loaded and executed by the processor to implement the method provided in the above embodiments.

[0086] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0087] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable signal medium may also be any readable medium other than a readable storage medium, capable of sending, propagating, or transmitting programs for use by or in conjunction with an instruction execution system, apparatus, or device.

[0088] The program code contained on the readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0089] Program code for performing the operations of this application can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0090] Embodiments of the present invention also provide an electronic device, including a processor and the aforementioned non-transitory computer-readable storage medium.

[0091] The electronic device is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments in this application.

[0092] Electronic devices are manifested in the form of general-purpose computing devices. Components of an electronic device may include, but are not limited to: at least one processor, at least one memory, and a bus connecting different system components (including memory and processor).

[0093] The memory stores program code that can be executed by the processor, causing the processor to perform the steps in the various embodiments described in this specification.

[0094] The memory may include readable media in the form of volatile memory, such as random access memory (RAM) and / or cache memory, and may further include read-only memory (ROM).

[0095] The memory may also include programs / utilities having a set (at least one) of program modules, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0096] A bus can represent one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus that uses any of the various bus structures.

[0097] The electronic device can also communicate with one or more external devices (e.g., keyboards, pointing devices, Bluetooth devices, etc.), one or more devices that enable a user to interact with the electronic device, and / or any device that enables the electronic device to communicate with one or more other computing devices (e.g., routers, modems, etc.). This communication can be performed via input / output (I / O) interfaces. Furthermore, the electronic device can communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter. The network adapter communicates with other modules of the electronic device via a bus. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with the electronic device, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0098] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, terminal device, or network device, etc.) to execute the methods according to the embodiments of this disclosure.

[0099] Embodiments of the present invention also provide a computer program product including program code, which, when the program product is run on an electronic device, causes the electronic device to perform the steps of the methods described above in various exemplary embodiments of the present invention.

[0100] While specific embodiments of the invention have been described in detail by way of examples, those skilled in the art should understand that the examples are for illustrative purposes only and are not intended to limit the scope of the invention. Those skilled in the art should also understand that various modifications can be made to the embodiments without departing from the scope and spirit of the invention.

Claims

1. [Cited in Appendix (Detailed Rules 20.6) 25.04.2025] A system for determining the carbon emissions of a target aircraft, characterized in that, The system includes a processor and a storage medium, wherein the storage medium stores at least one instruction or at least one program segment, the at least one instruction or the at least one program segment being loaded and executed by the processor to perform the following steps: S100, Obtain the target flight path corresponding to the target aircraft; wherein, the target flight path is any historical flight path corresponding to the target aircraft; S200, acquire the target aircraft's flight time T, takeoff weight M, flight altitude H and speed V during the level flight phase of the target aircraft on the target flight path; S300 determines the carbon emission calculation weight corresponding to the target aircraft from a preset carbon emission calculation weight mapping table based on the target aircraft model; the carbon emission calculation weight mapping table includes several different aircraft models and the carbon emission calculation weight corresponding to each aircraft model. S400, if the computing power of the target device is greater than the preset computing power threshold, then based on T, M, H, V and the computing weights corresponding to the target aircraft, determine the carbon emissions Q1, Q2, and Q3 of the target aircraft during the climb phase, level flight phase, and landing phase on the target flight path; the target device is used to calculate the carbon emissions generated by the target aircraft along the target flight path. S500, based on Q1, Q2 and Q3, determines the carbon emissions Q corresponding to the target aircraft flying on the target flight path, which is Q = Q1 + Q2 + Q3; where Q is positively correlated with M, V and T, and negatively correlated with H; The carbon emission calculation weights for the target aircraft include a first carbon emission calculation weight B and a second carbon emission calculation weight β; after step S400 and before step S500, the following steps are also included: S401, If ​​the computing power of the target device is less than or equal to the preset computing power threshold, then based on T, M, H, V, B, and β, determine Q = B × M × (V × T / H). β ;β>0; After step S200 and before step S300, the following steps are also included: S210, based on the target aircraft's historical flight information on the target flight path, divides the target flight path into the climb phase, the level flight phase, and the landing phase; S220, obtain the flight time T1 of the target aircraft during the climb phase, the flight time T2 during the level flight phase, and the flight time T3 during the landing phase; where T1+T2+T3=T.

2. The target aircraft carbon emission determination system according to claim 1, characterized in that, Step S300 includes the following steps: S310, based on the target aircraft model, determines the third carbon emission calculation weight A1 and the fourth carbon emission calculation weight α1 for the climb phase, the fifth carbon emission calculation weight A2 and the sixth carbon emission calculation weight α2 for the level flight phase, and the seventh carbon emission calculation weight A3 and the eighth carbon emission calculation weight α3 for the landing phase from the preset carbon emission calculation weight mapping table.

3. The target aircraft carbon emission determination system according to claim 2, characterized in that, Q1, Q2, and Q3 are determined through the following steps: S410, obtain the altitude H1 of the target aircraft when it takes off and the altitude H2 when it lands on the ground; S420, based on T1, M, H1, H, V, A1, and α1, determine the carbon emissions of the target aircraft during the climb phase of the target flight path: Q1 = A1 × M × (V × T1 / (H - H1)). α1 A1 > 0, α1 > 0; S430, based on T2, M, H, V, A2, and α2, determine the carbon emissions of the target aircraft during the level flight phase of the target flight path: Q2 = A2 × M × (V × T2 / H). α2 A2 > 0, α2 > 0; S440, based on T3, M, H, V, A1, and α3, determine the carbon emissions of the target aircraft during the landing phase of the target flight path: Q3 = A3 × M × (V × T3 / (H - H2)). α3 A3 > 0, α3 > 0.

4. The target aircraft carbon emission determination system according to claim 3, characterized in that, Step S430 includes the following steps: S431, obtain the flight altitude corresponding to each flight trajectory point of the target aircraft during the level flight phase on the target flight path; S432, obtain the standard deviation of the flight altitude corresponding to all flight trajectory points during the level flight phase; S433, if the standard deviation is less than the preset flight altitude standard deviation threshold, then based on T2, M, H, V, A2, and α2, determine the carbon emissions of the target aircraft during the level flight phase of the target flight path as Q2 = A2 × M × (V × T2 / H). α2 .

5. The target aircraft carbon emission determination system according to claim 4, characterized in that, Following step S433, the following is also included: S434, if the standard deviation is greater than the preset flight altitude standard deviation threshold, then sort each flight trajectory point in the level flight phase according to the chronological order of the time corresponding to the flight trajectory points. S435, obtain the flight altitude difference between the latter and the former of two adjacent flight trajectory points in the sorted flight trajectory points; S436, iterate through all flight altitude differences, determine the flight trajectory points corresponding to flight altitude differences greater than the first preset flight altitude difference threshold as flight trajectory points for the sub-climb phase, and determine the flight trajectory points corresponding to flight altitude differences less than the second preset flight altitude difference threshold as flight trajectory points for the sub-landing phase; wherein, the first preset flight altitude difference threshold is greater than 0, and the second preset flight altitude difference threshold is less than 0. S437, Traverse all flight trajectory points in the level flight phase except for the flight trajectory points in the sub-climb phase and the flight trajectory points in the sub-landing phase, and determine the flight trajectory points whose corresponding flight altitude is greater than the preset flight altitude threshold as the flight trajectory points in the sub-level flight phase; wherein, the preset flight altitude threshold is the average flight altitude corresponding to the flight trajectory points in the sub-climb phase. S438, obtain the duration ZT1 corresponding to the sub-climb phase, the duration ZT2 corresponding to the sub-level flight phase and the flight altitude ZH, and the duration ZT3 corresponding to the sub-landing phase; ZH is determined by the information of the flight trajectory points in the sub-level flight phase; S439, determine Q2 = A2 × M × (V × (T2 - ZT1 - ZT2 - ZT3) / H) α2 + A1 × M × (V × ZT1 / (ZH - H)) α1 + A2 × M × (V × ZT2 / ZH) α2 + A3 × M × (V × ZT3 / (ZH - H2)) α3 .

6. The target aircraft carbon emission determination system according to claim 1, characterized in that, Before step S100, the following steps are also included: S010, Obtain the initial flight trajectory point data corresponding to the target flight path; S020, perform false identification on the initial flight trajectory point data to obtain the target flight trajectory point data.

7. The target aircraft carbon emission determination system according to claim 1, characterized in that, Following step S500, the following steps are also included: S600 predicts the carbon emissions of each target aircraft in a future time period based on the carbon emissions of each target aircraft in a preset time period. The S700 optimizes the flight of target aircraft based on their carbon emissions over a future time period.

8. The target aircraft carbon emission determination system according to claim 1, characterized in that, The flight altitude H is the altitude; H is determined by the flight altitude of the flight trajectory point corresponding to the target flight path.

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