SAE AIR 5715-2009 Procedure for the Calculation of Aircraft Emissions《飞机排放物的计算规程》.pdf

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4、SA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/AIR5715 AEROSPACE INFORMATION REPORT AIR5715 REV. Issued 2009-07 Procedure for the Calculatio

5、n of Aircraft Emissions RATIONALE This Aerospace Information Report (AIR) describes procedures for calculating emissions resulting from operations of jet and turboprop aircraft through all modes of operation. The procedures assume that reference emissions and performance data are available for each

6、airplane involved. The fundamental element of the procedures is a method for deriving emissions indices for an airplane when performing any specified operation for a segment of a flight. The principal purpose of using the procedures is to assist model developers in calculating aircraft emissions in

7、a consistent and accurate manner that can be used to address various environmental assessments including those related to policy decisions and regulatory requirements. Rather than presenting one method, many viable methods are presented for both emissions and aircraft performance modeling with descr

8、iptions of the uncertainties involved. As a loose guide to the user, the methods are also ordered such that the most accurate methods are presented first in each section based on current understanding. This document is intended to be updated periodically. Hence, the methodology descriptions and unce

9、rtainty assessments will be modified accordingly as the various methods evolve and new information becomes available. TABLE OF CONTENTS 1. SCOPE 4 2. REFERENCES 7 3. INTRODUCTION . 10 3.1 Overview of Effects on the Atmosphere 11 3.2 Document Structure 12 4. PRINCIPAL CONSIDERATIONS IN COMPUTATION OF

10、 EMISSIONS 12 4.1 Engine Characteristics and Operations 12 4.2 Aircraft Characteristics and Procedures . 13 4.3 Computational Reference Conditions . 13 4.3.1 Atmospheric Conditions 13 4.3.2 Operating Conditions 14 5. COMPUTATIONAL PROCEDURES . 14 5.1 Gaseous Emissions (NOx, CO, and THC) P3T3 Method

11、14 5.1.1 Methodology 14 5.1.2 Example Calculations 17 5.1.3 Assumptions and Limitations 19 5.2 Gaseous Emissions (NOx, CO, and THC) BFFM2 19 5.2.1 Methodology 20 5.2.2 Example Calculations 23 5.2.3 Assumptions and Limitations 26 5.3 Gaseous Emissions (NOx, CO, and THC) DLR Method . 27 5.3.1 Calculat

12、ion of NOx Emissions Indices 28 5.3.2 Calculation of CO and THC Emissions Indices 30 5.3.3 Example Calculations 32 5.3.4 Assumptions and Limitations 35 5.4 Gaseous Emissions (NOx, CO, and THC) ICAO Reference Method 36 SAE AIR5715 Page 2 of 98 5.4.1 Methodology 37 5.4.2 Example Calculations 39 5.4.3

13、Assumptions and Limitations 39 5.5 Gaseous Emissions (CO2, H2O, and SOx) Fuel Composition Method 40 5.5.1 Methodology 40 5.5.2 Example Calculations 42 5.5.3 Assumptions and Limitations 43 5.6 Gaseous Emissions (VOC, NMVOC, CH4and NMTHC) Derivative Factor Method . 43 5.6.1 Methodology 44 5.6.2 Exampl

14、e Calculations 44 5.6.3 Assumptions and Limitations 45 5.7 Gaseous Emissions (N2O) Approximate Factor Method . 45 5.7.1 Methodology 46 5.7.2 Example Calculations 46 5.7.3 Assumptions and Limitations 46 5.8 PM Emissions First Order Approximation 3.0 (FOA3.0) 46 5.8.1 Methodology 48 5.8.2 Example Calc

15、ulations 52 5.8.3 Assumptions and Limitations 53 6. NOTES 54 APPENDIX A CALCULATING EMISSIONS USING RECORDED PERFORMANCE DATA 55 APPENDIX B AIRCRAFT PERFORMANCE DATA FROM MANUFACTURER AIRCRAFT PERFORMANCE MODELS 57 APPENDIX C AIRCRAFT PERFORMANCE MODELING USING DATA AND METHODS FROM SAE AIR1845 AND

16、EUROCONTROLS BADA 58 APPENDIX D AIRCRAFT PERFORMANCE MODELING USING DATA AND METHODS FROM EUROCONTROLS BADA 77 APPENDIX E AIRCRAFT PERFORMANCE DATA FROM OTHER MODELS . 92 APPENDIX F EMISSIONS DATA SOURCES AND DESCRIPTIONS 93 APPENDIX G VALIDATION AND UNCERTAINTY ASSESSMENTS . 95 FIGURE 1 P3T3 METHOD

17、OLOGY OF ALTITUDE NOX PREDICTION . 15 FIGURE 2 HUMIDITY CORRECTION FOR ALTITUDE NOX . 16 FIGURE 3 NOX, CO, AND THC EMISSIONS COMPUTATIONS USING BFFM2 20 FIGURE 4 EXAMPLE LOG-LOG PLOTS OF NOX, CO, AND THC AS PRESCRIBED BY BFFM2 . 21 FIGURE 5 NON-STANDARD DATA BEHAVIOR . 21 FIGURE 6 ADDITIONAL METHODS

18、 TO ACCOUNT FOR NON-STANDARD BEHAVIOR OF THE ICAO DATA . 22 FIGURE 7 LOG OF REFERENCE EINOX VERSUS LOG OF REFERENCE FUEL FLOW . 24 FIGURE 8 LOG REFERENCE EICO VERSUS LOG OF REFERENCE FUEL FLOW 25 FIGURE 9 LOG OF REFERENCE EITHC VERSUS LOG OF REFERENCE FUEL FLOW 25 FIGURE 10 NOX EMISSIONS COMPUTATION

19、S USING THE DLR METHOD 27 FIGURE 11 CO AND THC EMISSIONS COMPUTATIONS USING THE DLR METHOD . 28 FIGURE 12 EXAMPLE NOX EI VERSUS FUEL FLOW CURVE FIT AS PRESCRIBED BY THE DLR METHOD . 29 FIGURE 13 EXAMPLE PLOT OF EI VERSUS g525VC. 31 FIGURE 14 SECOND ORDER POLYNOMIAL CURVE FIT TO THE EINOX VALUES FOR

20、THE TRENT 892 ENGINE . 33 FIGURE 15 REFERENCE EICO VERSUS REFERENCE g525VC. 34 FIGURE 16 REFERENCE EITHC VERSUS REFERENCE g525VC. 34 FIGURE 17 NOX, CO, AND THC EMISSIONS COMPUTATIONS USING THE ICAO REFERENCE METHOD . 37 FIGURE 18 LTO CYCLE 38 FIGURE 19 CO2, H2O, AND SOX EMISSIONS COMPUTATIONS USING

21、THE FUEL COMPOSITION METHOD . 40 FIGURE 20 VOC, NMVOC, CH4AND NMTHC EMISSIONS COMPUTATIONS USING THE DERIVATIVE FACTOR METHOD . 43 FIGURE 21 N2O EMISSIONS COMPUTATIONS USING THE APPROXIMATE FACTOR METHOD 45 FIGURE 22 PM EMISSIONS COMPUTATIONS USING THE FIRST ORDER APPROXIMATION VERSION 3 (FOA3.0) 48

22、 SAE AIR5715 Page 3 of 98 TABLE 1 CATEGORIZATIONS OF METHODS . 6 TABLE 2 ICAO DATA FOR TRENT 892 17 TABLE 3 ASSUMED THERMODYNAMIC CONDITIONS FOR TRENT 892. 17 TABLE 4 ADJUSTMENT FACTORS FOR INSTALLATION EFFECTS . 21 TABLE 5 ICAO DATA FOR TRENT 892 ENGINE . 24 TABLE 6 FUEL FLOW ADJUSTMENT CALCULATION

23、S . 24 TABLE 7 ASSUMED COMBUSTOR INLET DATA FOR THE TRENT 892 ENGINE 33 TABLE 8 DEFINITION OF LTO MODES . 37 TABLE 9 ICAO DEFAULT TIM DATA 38 TABLE 10 ICAO DATA FOR TRENT 892 ENGINE . 39 TABLE 11 EXAMPLE EI DATA FOR CO2, H2O, AND SOX . 41 TABLE 12 DERIVATIVE FACTORS. 44 TABLE 13 PM EI DUE TO VOLATIL

24、E ORGANICS IN THE FUEL FOR THE CFM56-2-C1 ENGINE 50 TABLE 14 SURROGATE THC EI DATA FOR THE CFM56-2-C1 ENGINE 50 TABLE 15 AVERAGE AIR-TO-FUEL RATIO (AFR) FOR JET ENGINES . 51 TABLE 16 SUGGESTED SF VALUES TO PREDICT MISSING SNS WITHIN THE ICAO EMISSIONS DATABANK 52 TABLE 17 ICAO DATA FOR JT8D-217 ENGI

25、NES 52 SAE AIR5715 Page 4 of 98 1. SCOPE This AIR describes procedures for calculating emissions resulting from the main engines of commercial jet and turboprop aircraft through all modes of operation for all segments of a flight. Piston engine aircraft emissions are not included in this AIR. Some i

26、nformation about piston engine aircraft emissions can be found in FOCA 2007. The principal purpose of the procedures is to assist model developers in calculating aircraft emissions in a consistent and accurate manner that can be used to address various environmental assessments including those relat

27、ed to policy decisions and regulatory requirements. The pollutants considered in this document are: Nitrogen Oxides (NOx) Carbon Monoxide (CO) Total unburned Hydrocarbons (THC) Carbon Dioxide (CO2) Water (H2O) Sulfur Oxides (SOx) Volatile Organic Compounds (VOC) Methane (CH4) Non-Methane Hydrocarbon

28、s (NMHC) Non-Methane Volatile Organic Compounds (NMVOC) Nitrous Oxide (N2O) Particulate Matter (PM2.5and PM10) As indicated above, hazardous air pollutants (HAPs) are not individually accounted for; many of these are simply included as part of THC. Also, trace metals are not included other than thos

29、e that may already be accounted for as part of PM emissions. Since the scope is limited to aircraft engine emissions only, emissions from Ground Service Equipment (GSE), roadway vehicles, power plants, training fires, etc., are not included within this document. Athough Auxilliary Power Units (APU),

30、 brakes, and tires are also part of the aircraft, their emissions (e.g., tire wear) are not within the scope of this document. The methods are based on aircraft performance and emissions modeling. This means that only the pollutants exiting the exhaust of an engine are considered. Any atmospheric ef

31、fects including those that occur in the near-field (e.g., exhaust plume) and the subsequent atmospheric dispersion are not modeled. The exception to this is in the computation of PM emissions. In meeting the needs of modelers who may have varying fidelity requirements for both emissions and aircraft

32、 performance modeling, this document does not try to promote a single database and methodology. Therefore, several methods have been included in this document as indicated below with the emissions methods categorized by pollutants: Emissions Modeling Methods o NOx, CO, and THC g3g3g131g3P3T3 g3g3g13

33、1g3Boeing Fuel Flow Method 2 (BFFM2) g3g3g131g3Deutsche Forschungsanstalt fur Luft- and Raumfahrt (DLR) Method g3g3g131g3International Civil Aviation Organization (ICAO) Reference Method o CO2, H2O, and SOx g3g3g131g3Fuel Composition Method (FCM) o VOC, NMVOC, CH4and NMTHC g3g3g131g3Derivative Facto

34、r Method (DFM) o N2O g3g3g131g3Approximate Factor Method (AFM) o PM2.5and PM10g3g3g131g3First Order Approximation (FOA) SAE AIR5715 Page 5 of 98 Aircraft Performance Methods o Aircraft performance data from flight data recorders o Manufacturer aircraft performance models o SAE AIR 1845 combined with

35、 Eurocontrols Base of Aircraft Data (BADA) o Eurocontrols BADA o Other aircraft performance models such as the Project Interactive Analysis and Optimisation (PIANO) tool Both of these sets of emissions and aircraft performance methods are listed in the order in which they are presented in this docum

36、ent. And as previously indicated, the order generally denotes the level of accuracy where the first method in each section represents the most accurate method based on current understanding. The exceptions to this are: Emissions Methods BFFM2 DLR Aircraft Performance SAE 1845 + BADA BADA The orderin

37、g of these methods are arbitrary since they are considered comparable (e.g., BFFM2 is comparable to DLR). One other possible exception is the last listing under aircraft performance methods (“Other aircraft performance models”). The data from these other sources may be more accurate, comparable, or

38、less accurate than the previously mentioned methods. This last category was added to include all other methods that were not based on manufacturer, SAE 1845, and BADA models. In order to provide a better understanding of the relative condition of these methods, they have been defined into developmen

39、t status (i.e., “mature” or “developing”) and fidelity (i.e., “simple,” “intermediate,” or “advanced”) categories as presented in Table 1. SAE AIR5715 Page 6 of 98 TABLE 1 - CATEGORIZATIONS OF METHODS Mature Developing Category Variable Simple Intermediate Advanced Simple Intermediate Advanced Pollu

40、tant NOx ICAO BFFM2 DLR P3T3 THC ICAO BFFM2 DLR P3T3 CO ICAO BFFM2 DLR P3T3 CO2FCM H2O FCM SOx FCM CH4DFMNMHC DFM VOC DFM NMVOC DFM N2O AFM PM2.5FOA PM10 FOA Aircraft Performance Fuel Flow ICAO MM SAEBADA FDR Duration (mode or segment) ICAO MM SAEBADA FDR Definitions of acronyms in the table: ICAO =

41、 ICAO Reference Method FCM = Fuel Composition Method DFM = Derivative Factor Method AFM = Approximate Factor Method BFFM2 = Boeing Fuel Flow Method 2 DLR = DLR Method P3T3 = P3T3 Method FOA = First Order Approximation FDR = Flight Data Recorder MM = Manufacturer Models SAEBADA = Society of Automotiv

42、e Engineers 1845 + Base of Aircraft Data The “other” aircraft model category was not included in Table 1 since it is understood that it can be listed in any of the categories depending on which method/model is employed. The definitions for each of the categories are as follows: Simple: This category

43、 represents the lowest complexity in terms of data requirements and computational procedures. The results generated from methods within this category are also considered to be the least accurate. Intermediate: This category represents a middle-tier complexity in terms of data requirements and comput

44、ational procedures. The results generated from methods within this category are also considered to be of middle-tier. Advanced: This category represents the highest complexity in terms of data requirements and procedures. The results generated from methods within this category are also considered to

45、 be the most accurate. Mature: Methods within this category are considered to be well-established. They have been used extensively in past studies and may have been validated to a certain extent. Developing: Methods within this category are not considered to be well-established. The methods are stil

46、l being assessed and are considered to be evolving. SAE AIR5715 Page 7 of 98 In modeling aircraft performance and emissions, the main focus is on a single flight. This includes the complete operation and movement of the aircraft from gate-to-gate: Main engine start-up Ground taxi-out and delay activ

47、ities Takeoff: Runway roll Takeoff: Initial ascent Climbout En route/cruise Airborne delay activities Approach Landing roll Thrust reverser Ground taxi-in and delay activities Engine shut-down For modeling purposes, these modes can generally be simplified so that they are equated to one of the four

48、LTO modes. Depending on the method, the actual modeling of the gate-to-gate movement may involve a segment-by-segment approach where results can be integrated to obtain totals by mode and flight. Currently, the AIR does not address emissions during engine start-up and shut-down activities. Also, thr

49、ust reverse operations are not directly covered in this AIR. 2. REFERENCES The following publications for a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of the other publications shall be the issue in effect on the date of the purchase order. In the e