摘要
根据航班实际飞行数据估算机场飞机主发动机排放量,可以提升机场排放清单编制的准确度.基于北京首都机场某日运行数据和国内1326架次航班的机载飞行数据(QAR数据),研究了基于飞行数据的机场飞机主发动机排放清单制定方法.采用一阶近似3.0(FOA3.0)方法补充国际民航组织发动机排放数据库颗粒物基准排放指数,结合QAR数据,应用波音燃油流量法2(BFFM2)估算了实际飞行条件下污染物排放指数,编制了首都机场该日飞机主发动机排放清单,分析了首都机场航班排放特征.在此基础上,探讨了结合实际数据本地化的着陆和起飞循环,以期为机场飞机主发动机排放量的快速准确核算提供新的思路.结果发现,该日航班主发动机HC、CO、NOx和PM2.5排放量分别为933.9、10967.8、14703.5和85.5kg,较标准LTO循环估算结果的偏差分别为15.6%、13.2%、-29.1%和-18.9%.NOx排放主要集中在起飞和爬升阶段,占其排放总量的68.0%;HC和CO排放主要集中在滑行和慢车阶段,分别占其排放总量的90.0%和88.0%;PM2.5在各飞行阶段的排放较为平均.对于单位LTO循环,航班滑行过程中平均排队等候(地速为零)时间为7.7min,产生的HC、CO、NOx和PM2.5分别占总滑行阶段对应污染物排放量的26.3%、27.5%、25.7%和27.5%,这一部分排放量有望通过场面运行优化进一步控制.
Estimating aircraft main engine emission based on real flight data can improve the accuracy of the airport emission inventory.Airport operational data in Beijing capital international airport and airborne flight data(QAR data)of 1326 domestic flights on a certain day are being used to study the method to develop an accurate aircraft main engine emission inventory.First Order Approximate3.0(FOA3.0)method is applied to calculate particulate matter emission indices to supplement International Civil Aviation Organization Engine Emissions Databank.Combined this with QAR data,Boeing Fuel Flow Method2(BFFM2)is being used to estimate pollutant emission indices under real flight conditions.Aircraft main engine emission inventory of that day in Beijing capital international airport is calculated,and the corresponding flight emission characteristics are analyzed.Based on these analysis,localized landing and take?off cycle based on real data is discussed to provide a new idea for fast and accurate estimation of the aircraft main engine emission at airports.Emissions of HC,CO,NOx and PM2.5 from aircraft main engines on that day at Beijing capital international airport were 933.9,10967.8,14703.5 and 85.5 kg,respectively,which were 15.6%,13.2%,-29.1%,and-18.9%,respectively,compared with the results estimated by standard LTO cycle.NOx emissions were mainly concentrated in the take?off and climb phases,accounting for 68.0%of its total emissions;HC and CO emissions were mainly concentrated in the taxi and ground idle phases,accounting for 90.0%and 88.0%of their total emissions respectively;PM2.5 emissions in each flight phases were more even.For the unit LTO cycle,the average waiting time(zero ground speed)during flight taxiing was 7.7 min,and the generated HC,CO,NOx and PM2.5 accounted for 26.3%,27.5%,25.7%and 27.5%of the corresponding pollutant emissions in the total taxiing phase,respectively.This part of the emissions is expected to be further controlled through the optimization of the scene operation.
作者
曹惠玲
苗佳禾
苗凌云
汤鑫豪
CAO Huiling;MIAO Jiahe;MIAO Lingyun;TANG Xinhao(College of Aeronautical Engineering,Civil Aviation University of China,Tianjin 300300;China Academy of Civil Aviation Science and Technology,Beijing 100028)
出处
《环境科学学报》
CAS
CSCD
北大核心
2019年第8期2699-2707,共9页
Acta Scientiae Circumstantiae
基金
中国民航大学开放基金(No.000031020102)
关键词
机场排放清单
飞机排放
着陆和起飞循环
飞行数据
快速存取记录器
airport emission inventory
aircraft emission
landing and take-off cycle
flight data
quick access recorder
