Optimization and Sensitivity Analysis of Climb and Descent Trajectories for Reducing Fuel Burn and Emissions

Wu, Di; Zhao, Yiyuan

doi:10.2514/6.2011-6879

Cited by 5 publications

(5 citation statements)

References 21 publications

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“…11 This is especially true for CO 2 emissions, which are directly proportional to fuel burn. 26 Other emissions, such as NO x , which alters concentrations of ozone and methane, and the formation of contrails and cirrus clouds is also highly dependent on the flight altitude and detailed engine information, such as equivalence ratio and combustion temperature. 26 For this work, fuel burn is assumed to be an appropriate measure of the difference in environmental impact between the different designs.…”

Section: B Design Objectivesmentioning

confidence: 99%

Coupled Optimization of Aircraft Family Design and Fleet Assignment for Minimum Cost and Fuel Burn

Jansen

Perez

2012

12th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference and 14th AIAA/ISSMO Multidisciplinary Analysis And

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Increasing air traffic demand and the resulting climate impact of aircraft are of growing public concern. Reductions in future climate impact from air transportation require not only the design of efficient new individual aircraft, but also consideration of the operations of these aircraft during the design stage. This paper describes a multidisciplinary design optimization approach for the coupled optimization of aircraft in a family and the simultaneous assignment of these aircraft to operational routes. Including operational assignment of aircraft in the design stage can reduce operational inefficiencies, while the design of an aircraft family aims at reducing cost through the use of common components. A multi-objective optimization test case with respect to total cost and fuel burn involving a three-member aircraft family combined with a 24 non-stop route network is introduced. The coupled optimization is decomposed following a hierarchical approach, where the fleet assignment optimization is performed at the objective function level of the overall aircraft family design optimization. The concurrent aircraft family design optimization itself is performed using an approach analogous to the individual design feasible architecture. The optimizer used is a multi-objective parallel particle swarm optimization algorithm. Results obtained show no significant tradeoff between optimizing for total network cost and total network fuel burn. Compared to individually optimized aircraft, with fixed design missions, the use of common components results in a weight penalty, but this penalty is offset by the significant reduction in development and production cost. At the same time, coupling the operational use of the aircraft in the family leads to overall reduced total cost and fuel burn for the given network.

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Section: B Design Objectivesmentioning

confidence: 99%

Coupled Optimization of Aircraft Family Design and Fleet Assignment for Minimum Cost and Fuel Burn

Jansen

Perez

2012

12th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference and 14th AIAA/ISSMO Multidisciplinary Analysis And

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“…In the optimal control problem formulation, the aircraft lift coefficient is normally used as a control variable together with a classic parabolic drag polar [26,34]. With this approach, the aircraft angle of attack is usually unnecessary for the dynamics integration, and can be disregarded entirely.…”

Section: State-of-the-art Reviewmentioning

confidence: 99%

A Generalized Approach to Operational, Globally Optimal Aircraft Mission Performance Evaluation, with Application to Direct Lift Control

2020

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A unified approach to aircraft mission performance assessment is presented in this work. It provides a detailed and flexible formulation to simulate a complete commercial aviation mission. Based on optimal control theory, with consistent injection of rules and procedures typical of aeronautical operations, it relies on generalized mathematical and flight mechanics models, thereby being applicable to aircraft with very distinct configurations. It is employed for an extensive evaluation of the performance of a conventional commercial aircraft, and of an unconventional box-wing aircraft, referred to as the PrandtlPlane. The PrandtlPlane features redundant control surfaces, and it is able to employ Direct Lift Control. To demonstrate the versatility of the performance evaluation approach, the mission-level benefits of using Direct Lift Control as an unconventional control technique are assessed. The PrandtlPlane is seen to be competitive in terms of its fuel consumption per passenger per kilometer. However, this beneficial fuel performance comes at the price of slower flight. The benefits of using Direct Lift are present but marginal, both in terms of fuel consumption and flight time. Nonetheless, enabling Direct Lift Control results in a broader range of viable trajectories, such that the aircraft no longer requires cruise-climb for maximum fuel economy.

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“…The trajectory optimization problem is classically divided into a series of so-called guiding subproblems dealing with predefined flight phases: take-off [10], climb [11,12], cruise [13], descent [14][15][16][17][18][19], approach [20,21], and landing [22]. This decomposition is historically justified by the structure of aircraft systems (aerodynamics configurations, engine ratings) and also by the operational procedures that change from phase to phase.…”

Section: Introductionmentioning

confidence: 99%

Holistic Approach for Aircraft Trajectory Optimization Using Optimal Control

Kasmi¹,

Laporte²,

Mongeau³

et al. 2023

Journal of Aircraft

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This paper deals with an optimal control approach for commercial aircraft trajectory planning, focusing on the vertical path and the minimization of the fuel burned. The main contribution is the optimization of the whole trajectory, also called the mission, without prior separation into different flight phases (climb, cruise, and descent), contrary to traditional approaches that consider the flight phases sequentially. The proposed optimal control problem (OCP) is formulated and then solved using a direct collocation method. Initial results yield optimal trajectories with a gradual climb during the cruise (climb cruise), which correspond to theoretical trajectories that minimize fuel consumption. Furthermore, a penalization is introduced to ensure vertical profiles featuring horizontal cruise levels on so-called flight levels, compliant with current air traffic management regulations. The use of direct methods to address this OCP induces large nonlinear optimization problems that are solved using an interior point method. This methodology is likely to lead to poor local optima, but a simple multistart heuristic shows that the solutions found for standard problems appear to be globally optimal. Such an approach does not need to impose a priori the cruise flight levels and is suitable for commercial aircraft flight planning purposes. It leads to fuel saving and subsequently to important improvements against environmental impact by reducing [Formula: see text] emissions.

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Optimization and Sensitivity Analysis of Climb and Descent Trajectories for Reducing Fuel Burn and Emissions

Cited by 5 publications

References 21 publications

Coupled Optimization of Aircraft Family Design and Fleet Assignment for Minimum Cost and Fuel Burn

Coupled Optimization of Aircraft Family Design and Fleet Assignment for Minimum Cost and Fuel Burn

A Generalized Approach to Operational, Globally Optimal Aircraft Mission Performance Evaluation, with Application to Direct Lift Control

Holistic Approach for Aircraft Trajectory Optimization Using Optimal Control

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