摘要: With anticipated growth in air traffic in the coining decades, commercial aviation is expected to increase its share of global carbon dioxide emissions, which will have the effect of increasing radiative forcing and inducing clima... 展开 With anticipated growth in air traffic in the coining decades, commercial aviation is expected to increase its share of global carbon dioxide emissions, which will have the effect of increasing radiative forcing and inducing climate change. As a result, there are multilateral efforts by environmental protection agencies, regulators, airframers, engine manufacturers, and airport operators to explore avenues to reduce net carbon dioxide emissions. Additionally, there has been a longstanding interest in minimizing and regulating the noise of commercial aircraft, particularly in and around airports during takeoff and landing. However, the minimization of carbon dioxide emissions and noise have proven to be conflicting objectives. Accordingly, a trade must be made in one objective to minimize the other. Historically, fuel burn per available tonne-kilometer has been used as a proxy for carbon dioxide emissions, though there is a current shift by the Committee on Aviation Environmental Protection within the International Civil Aviation Organization toward using an alternative carbon dioxide emissions evaluation metric. As this metric system comes to replace the old conventions, it is of interest to better understand how Pareto-optimal aircraft concepts trade noise and emissions performance when the two objectives are ICAO's carbon dioxide emissions evaluation metric and landing and takeoff noise. Particularly, it is useful to understand if and how the design characteristics of Pareto-optimal concepts vary when fuel burn per available tonne-kilometer (FB/ATK) is replaced by the new carbon dioxide emissions evaluation metric. In this paper, surrogate-based multi-objective optimization of carbon dioxide emissions and noise is conducted for two airliner markets: regional and twin-aisle. For each class, a comparison is made between Pareto optimal solutions when the two objectives are 1) fuel burn per available tonne-kilometer and cumulative certification noise and 2) carbon dioxide emissions evaluation metric and cumulative certification noise. 收起