„Real Driving Emission“ Measurements at Frankfurt Airport

ETH Conference Nanoparticles in Combustion 2019 „Real Driving Emission“ Measurements at Frankfurt Airport

> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Slide 1

Tobias Schripp, Claus Wahl, Patrick Oßwald, Markus Köhler Institute of Combustion Technology Martin Plohr Institute of Propulsion Technology German Aerospace Center

> ETH Conference 2019 > Schripp > FraPort Measurements DLR.de • Folie 2

Sampling at Blast Fence of 18 West / FraPort

blast fence

18 West

n  Performed in 2015 / airegEM

n  3 monitored days (19. – 21. Mai)

n  281 take-off events in sampling period


18 West / FraPort Runway

n  Three different distances between blast fence and start position (100 m and 200 m distance could be analyzed)

n  Plumes at the highest distance and from regional jets showed no significant deviation from the background concentration

n  The respective aircraft information were recorded (type, company) and the engine information were derived from a database

n  ∑ 168 quantified plumes from 46 different jet engines (incl. GEnx-engines)


Instruments

n  Engine Exhaust Particle Sizer (EEPS)

n  5.6 – 560 nm, 10 Hz

n  tPN / tPM (calculated)

n  FT-IR (MKS MultiGas 2030)

n  CO2, NOx

n  Setup with high time resolution / low sensitivity -> many plumes could not be detected / analyzed

n  No aerosol conditioning -> total particle number without removal of volatile fraction (influence of fuel sulfur possible)

n  Aged aerosol / does not match to test rig measurements

t [h]

0.420 0.422 0.424 0.426 0.428 0.430

d [n

m]

10

100

1e+6 2e+6 3e+6 4e+6 5e+6

GEnx-2B67B


Data Analysis

Aircraft identification (type, airline, flight no.)

EEPS FT-IR

Time

Emission Index tPN & tPM (calc.)

PN PSD CO2 (NOx)

Engine specific EI

~ 7 s

Engine type


Data Analysis (2)

12:00 13:00 14:00 15:00 16:00 17:00

PN

C (E

EP

S) [

#/cm³]

0

1e+6

2e+6

3e+6

4e+6

5e+6

CO

2 (F

T-IR

) [pp

m]

0

200

400

600

800

1000

1200

1400PNCCO2Starts

19.05.2015

n  The identification of the plumes based on the combined particle/CO2 signal, recorded take-off time and aircraft type

EI PN [#/kg]

0.0

2.0e+

16

4.0e+

16

6.0e+

16

8.0e+

16

1.0e+

17

1.2e+

17

1.4e+

17

Cou

nt

0

5

10

15

20

25

30

35

EI PM [mg/kg]

200 400 600 800 1000 1200 1400 1600 1800

Cou

nt

0

5

10

15

20

25

30

35


Statistics

n  PN is higher than anticipated / measured values include volatile particle fraction (aged aerosol) / transient engine conditions

PW P

W40

62G

P727

0R

R T

rent

553

-61

RR

Tre

nt X

WB

IAE

V253

3-A5

GE

CF3

4-8C

5A1

GE

CF6

-80C

2D1F

PW P

W40

84IA

E V2

530-

A5PW

PW

4060

PW P

W40

56C

FMI C

FM56

-5B6

/3C

FMI C

FM56

-5A5

CFM

I CFM

56-3

B1G

E G

E90-

110B

1R

R T

rent

772

B-60

RR

Tre

nt 5

56-6

1R

R R

B211

-535

E4B

RR

RB2

11-5

24H

GE

GE9

0-11

5BC

FMI C

FM56

-7B2

6C

FMI C

FM56

-3C

1R

R T

rent

556

A2-6

1G

E C

F6-8

0C2A

5C

FMI C

FM56

-5C

4G

E C

F6-8

0C2B

7FC

FMI C

FM56

-5A1

CFM

I CFM

56-5

B4/P

RR

Tre

nt 8

92G

E C

F34-

10E5

A1C

FMI C

FM56

-5A3

CFM

I CFM

56-7

B26E

RR

Tre

nt 9

70C

FMI C

FM56

-5B4

/3C

FMI C

FM56

-5B3

/3G

E C

F34-

10E5

GEn

x-1B

GE

CF6

-80C

2B1F

CFM

I CFM

56-5

B6/P

GEn

x-2B

67/P

EI P

N [#

/kg]

1e+16

1e+17


Particle Number Emission Index

n = 20

GE

CF6

-80C

2A5

GEn

x-1B

RR

RB2

11-5

24H

CFM

I CFM

56-3

C1

GP7

270

PW P

W40

62G

E C

F6-8

0C2D

1FG

E C

F34-

8C5A

1G

E C

F6-8

0C2B

1FG

Enx-

2B67

/PG

E G

E90-

115B

CFM

I CFM

56-5

A3C

FMI C

FM56

-5B6

/3R

R T

rent

772

B-60

GE

CF6

-80C

2B7F

GE

CF3

4-10

E5A1

CFM

I CFM

56-5

B4/3

GE

GE9

0-11

0B1

CFM

I CFM

56-7

B26E

CFM

I CFM

56-3

B1C

FMI C

FM56

-5B3

/3C

FMI C

FM56

-5B4

/PR

R T

rent

XW

BC

FMI C

FM56

-5B6

/PC

FMI C

FM56

-5A5

RR

Tre

nt 5

56A2

-61

RR

Tre

nt 8

92IA

E V2

533-

A5C

FMI C

FM56

-5C

4G

E C

F34-

10E5

IAE

V253

0-A5

CFM

I CFM

56-5

A1PW

PW

4056

RR

Tre

nt 9

70PW

PW

4084

RR

Tre

nt 5

53-6

1R

R T

rent

556

-61

CFM

I CFM

56-7

B26

PW P

W40

60R

R R

B211

-535

E4B

EI P

N [#

/kg]

0200400600800

100012001400160018002000


Particle Mass Emission Index E

I PM

[mg/

kg]

Possible fuel effects: -  different hydrogen content -  different sulfur content The fuels are not from the same source!

V25

33

CFM

56-5

A

CFM

56-5

B /3

CFM

56-5

B /P

CF3

4-10

E5

GE

nx-2

B /P

PW

4062

Tren

t700

EI P

N [#

/kg]

1e+14

1e+15

1e+16

1e+17

1e+18

SCOPE11 T/O SCOPE11 Climb DLR Measurements

V25

33

CFM

56-5

A

CFM

56-5

B /3

CFM

56-5

B /P

CF3

4-10

E5

GE

nx-2

B /P

PW

4062

Tren

t700

EI P

M [m

g/kg

]

1

10

100

1000

10000


Comparison with SCOPE11 Emission Model

Number Mass


Indication of Engine Operating Condition n  Example: IAE V2533-A5 engine

n  Comparison with DLR engine simulation model (DLR-AT, M. Plohr)

SN data and max. SN of all variants from ICAO engine emissions data bank

EI NOx Smoke Number

EI NOx data of all variants from ICAO engine emissions data bank

85% 85%


Comparison to Similar Studies

n  18. – 25. May 2014 at LAX

n  275 plumes at a distance of 400 m

n  CO2 (LICOR), tPN (CPC), nvPN (CPC), EEPS (tPN, PSD)

CFM

56-5

A

CFM

56-5

B /3

CFM

56-5

B /P

GE

nx-2

B /P

PW

4062

Tren

t700

V25

33

EI P

N [#

/kg]

0.0

2.0e+16

4.0e+16

6.0e+16

8.0e+16

1.0e+17

1.2e+17

1.4e+17

1.6e+17LAX, 2014 FraPort, 2015

CFM

56-5

A

CFM

56-5

B /3

CFM

56-5

B /P

GE

nx-2

B /P

PW

4062

Tren

t700

V25

33

EI P

M [m

g/kg

]

0

200

400

600

800

1000

1200

1400

1600

1800


Comparison to Similar Studies

Number Mass


Conclusions

n  The experimental setup is excellent to provide real engine exhaust emission data / The selection of instruments can be improved (incl. nvPM).

n  The operating condition of the respective engines can be estimated on the basis of the nitrogen oxide data.

n  The correlation to SCOPE11 estimations is very limited due to a number of factors (volatile particles, unknown fuel composition).

n  The two relevant ICAO points (T/O and climb) are not enough to describe the transient engine operation.

n  In order to estimate the real engine emission at airports further research should focus on transient engine operation.


Thank you for your attention!

„Real Driving Emission“ Measurements at Frankfurt Airport

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