Rail transit vehicle carbon emission monitoring method and system

Abstract

The invention relates to a rail transit vehicle carbon emission monitoring method and system, and the method comprises the steps: data collection: collecting the current of a multi-vehicle system and the voltage of the multi-vehicle system generated by a vehicle in an operation process in real time; energy consumption calculation: calculating corresponding active power according to the current of each vehicle system and the voltage of each vehicle system, discretely sampling the corresponding active power, calculating the energy consumption of each vehicle system, and summing the energy consumption of each vehicle system to obtain the total energy consumption; in the vehicle positioning step, the real-time position of the vehicle in the operation process is obtained, and a corresponding regional power grid datum line emission factor is obtained according to the real-time position table look-up of the vehicle; and an operation carbon emission calculation step: calculating the product of the total energy consumption and the reference line emission factor of the regional power grid to obtain the operation carbon emission. According to the invention, the problems of low timeliness and poor accuracy of carbon emission monitoring in the prior art are solved.

Description

Technical Field

[0001] The present application relates to the field of rail transit, and in particular to a method and system for monitoring carbon emissions of rail transit vehicles. Background Art

[0002] As the world accelerates its efforts to combat climate change and achieve carbon neutrality, the management and assessment of carbon emissions have become a key issue across various industries. Rail transit, as a low-carbon, green mode of public transportation, is attracting increasing attention worldwide regarding its carbon emissions management.

[0003] At present, carbon emission factors are widely used to quantify carbon emissions, and carbon emissions are estimated through static emission factors. However, rail transit vehicles are affected by multiple factors such as lines and electricity during real-time operation. Existing technologies do not comprehensively consider multiple factors, resulting in low timeliness and poor accuracy in carbon emission monitoring. Summary of the Invention

[0004] The embodiments of the present application provide a method and system for monitoring carbon emissions of rail transit vehicles, so as to at least solve the problems of low timeliness and poor accuracy of carbon emission monitoring in related technologies.

[0005] In a first aspect, an embodiment of the present application provides a method for monitoring carbon emissions of rail transit vehicles, comprising: Data collection step: real-time collection of current and voltage of multiple vehicle systems during operation; an energy consumption calculation step, calculating the corresponding active power according to the current and voltage of each vehicle system, discretely sampling the corresponding active power, calculating the energy consumption of each vehicle system, and summing the energy consumption of each vehicle system to obtain the total energy consumption; Vehicle positioning step: obtaining the real-time location of the vehicle during operation, and obtaining the corresponding regional grid baseline emission factor based on the vehicle's real-time location; The operating carbon emissions calculation steps are to calculate the product of the total energy consumption and the regional power grid baseline emission factor to obtain the operating carbon emissions.

[0006] In some embodiments, the energy consumption calculation step further includes: According to the current acquisition frequency of any vehicle system, a plurality of sampling intervals corresponding to the current are obtained; The product of any sampling interval corresponding to the current and the active power corresponding to the current in the sampling interval is calculated, and the products calculated in all sampling intervals are accumulated to obtain the energy consumption of the vehicle system.

[0007] In some embodiments, the step of running the carbon emissions calculation further comprises: Periodically obtain the passenger turnover and vehicle energy consumption of vehicles during operation; Based on the vehicle's energy consumption and passenger turnover during operation, the operating carbon emissions in any cycle are obtained.

[0008] In some embodiments, obtaining the vehicle energy consumption corresponding to multiple maintenance cycles of the vehicle during operation includes: Real-time collection of vehicle traction system energy consumption, electric braking energy, and auxiliary equipment energy consumption during operation, and setting of electric braking energy recovery weights; The actual energy consumption of the traction system is obtained by subtracting the product of the electric braking energy recovery weight and the electric braking energy from the traction system energy consumption; The energy consumption of the entire vehicle is obtained by summing the actual energy consumption of the traction system and the energy consumption of the auxiliary equipment.

[0009] In a second aspect, an embodiment of the present application provides a rail transit vehicle carbon emission monitoring system, comprising: A data acquisition module is configured to collect, in real time, currents of multiple vehicle systems and voltages of multiple vehicle systems during operation; an energy consumption calculation module connected to the data acquisition module, configured to receive in real time the current and voltage of multiple vehicle systems during operation, calculate the corresponding active power based on the current and voltage of each vehicle system, discretely sample the corresponding active power, calculate the energy consumption of each vehicle system, sum the energy consumption of each vehicle system, and obtain and output the total energy consumption; A vehicle positioning module is configured to obtain the real-time location of the vehicle during operation, obtain the corresponding regional power grid baseline emission factor based on the real-time location of the vehicle, and issue the regional power grid baseline emission factor; The operating carbon emission calculation module is connected to the energy consumption calculation module and the vehicle positioning module, and is configured to receive the total energy consumption and the regional power grid baseline emission factor, calculate the product of the total energy consumption and the regional power grid baseline emission factor, and obtain the operating carbon emissions.

[0010] In some embodiments, the energy consumption calculation module is further configured to obtain multiple sampling intervals corresponding to the current based on the current collection frequency of any vehicle system; calculate the product of any sampling interval corresponding to the current and the active power corresponding to the current in the sampling interval, and accumulate the products calculated in all sampling intervals to obtain the energy consumption of the vehicle system.

[0011] In some embodiments, the monitoring system further comprises: The vehicle communication module is configured to communicate with the vehicle and, during the communication process, retrieve the vehicle's own monitoring records of the vehicle's traction system energy consumption, electric braking energy and other auxiliary equipment energy consumption during operation.

[0012] In some embodiments, the monitoring system further comprises: The vehicle energy consumption calculation unit is configured to collect the vehicle's traction system energy consumption, electric braking energy and other auxiliary equipment energy consumption in real time during operation, and set the electric braking energy recovery weight; subtract the product of the electric braking energy recovery weight and the electric braking energy from the traction system energy consumption to obtain the actual energy consumption of the traction system; and sum the actual energy consumption of the traction system and the energy consumption of other auxiliary equipment to obtain the energy consumption of the whole vehicle.

[0013] In some embodiments, the operating carbon emissions calculation module is connected to the vehicle energy consumption calculation unit and is further configured to: periodically obtain the passenger turnover and vehicle energy consumption of the vehicle during operation; and obtain the operating carbon emissions in any cycle based on the vehicle energy consumption and passenger turnover of the vehicle during operation.

[0014] In some embodiments, the multiple currents include three-phase current and AC load current, and the data acquisition module includes a wireless AC current sensor and an intelligent solid-state relay; Among them, the wireless AC current sensor is connected to the vehicle's air switch to monitor the three-phase current of the air switch; The intelligent solid-state relay is connected to the vehicle's load power supply and is used to monitor the AC load current.

[0015] Compared with related technologies, the embodiments of the present application provide a rail transit vehicle carbon emission monitoring method and system, which calculates the corresponding energy consumption data through the current and voltage generated in real time by the vehicle during operation, and integrates multiple energy consumption data to calculate carbon emissions, thereby improving the timeliness of carbon emission monitoring, making the calculation more comprehensive and more accurate.

[0016] The details of one or more embodiments of the present application are set forth in the following drawings and description to make other features, objects, and advantages of the present application more readily apparent. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings: Figure 1 is a flow chart of a method for monitoring carbon emissions of rail transit vehicles according to an embodiment of the present application; Figure 2 This is a cycle diagram of an EMU advanced maintenance period in a rail transit vehicle carbon emission monitoring method according to an embodiment of the present application; Figure 3 Schematic diagram of three-level energy consumption evaluation indicators in the rail transit vehicle carbon emission monitoring method according to an embodiment of the present application; Figure 4 Schematic diagram of three-level carbon emission evaluation indicators in the rail transit vehicle carbon emission monitoring method according to an embodiment of the present application; Figure 5 is a structural block diagram of a rail transit vehicle carbon emission monitoring system according to an embodiment of the present application; Figure 6 is a structural block diagram of a rail transit vehicle carbon emission monitoring system according to an embodiment of the present application; Figure 7 is a structural block diagram of a rail transit vehicle carbon emission monitoring system according to an embodiment of the present application; Figure 8 This is a structural block diagram of the information processing system of the rail transit vehicle carbon emission monitoring system based on the embodiment of the present application. Description of the drawings: 501. Data acquisition module; 502. Energy consumption calculation module; 503. Vehicle positioning module; 504. Operation carbon emission calculation module. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is described and illustrated below in conjunction with the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely used to explain this application and are not intended to limit this application. Based on the embodiments provided in this application, all other embodiments obtained by those of ordinary skill in the art without making any creative efforts are within the scope of protection of this application.

[0020] Obviously, the drawings described below are merely examples or embodiments of the present application. Those skilled in the art can, without inventive effort, apply the present application to other similar scenarios based on these drawings. Furthermore, it is also understood that, although the effort involved in such a development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this application, changes in design, manufacturing, or production based on the technical content disclosed in this application are merely conventional technical means and should not be construed as an insufficiency of the content disclosed in this application.

[0021] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it refer to independent or alternative embodiments that are mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described in this application may be combined with other embodiments unless there is a conflict.

[0022] Unless otherwise defined, technical or scientific terms used herein shall have the ordinary meaning as understood by persons of ordinary skill in the art to which this application belongs. The terms "a," "an," "an," "the," and similar expressions used herein do not denote quantitative limitations and may refer to either the singular or the plural. The terms "comprise," "include," "have," and any variations thereof, used herein, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or modules (units) is not limited to the listed steps or units but may also include steps or units not listed, or may include other steps or units inherent to the process, method, product, or apparatus. The terms "connected," "connected," "coupled," and similar expressions used herein are not limited to physical or mechanical connections but may include electrical connections, whether direct or indirect. As used herein, "plurality" means two or more. "And / or" describes an association between associated objects, indicating that three possible relationships exist. For example, "A and / or B" may mean: A exists alone; A and B exist simultaneously; or B exists alone. The character " / " generally indicates that the objects before and after are in an "or" relationship. The terms "first", "second", "third", etc. involved in this application are only used to distinguish similar objects and do not represent a specific order for the objects.

[0023] As the global response to climate change and the pursuit of carbon neutrality accelerates, the management and assessment of carbon emissions have become a critical issue across various industries, particularly in the transportation sector. Rail transit, as a low-carbon, green public transportation mode, is attracting increasing global attention for its carbon emissions management. Rail transit's carbon emissions primarily stem from factors such as onboard equipment operation and brake energy regeneration efficiency. Rail transit's carbon emissions vary significantly depending on its energy mix and system configuration.

[0024] Currently, carbon emission factors are widely used in the power industry to quantify carbon emissions. However, traditional static emission factor estimation methods have certain limitations and fail to fully consider the variable system operating conditions, such as power structure, combustion efficiency, fuel quality, etc., which lead to differences in carbon emission factors.

[0025] The actual operation of rail transit vehicles is influenced by a variety of factors, including line conditions, vehicle load, and operational efficiency. Similar assessment methods have not yet been able to accurately assess these variables. The dynamic changes in carbon emissions require more precise assessment tools and methods.

[0026] Furthermore, existing carbon emission accounting systems mostly focus on the quantitative analysis of a single factor, while neglecting the assessment of the entire life cycle. Currently, there is no research focusing on the carbon emissions of rail transit vehicles throughout their entire life cycle.

[0027] Rail transit systems are complex, dynamic systems involving numerous factors and long design lifespans. Existing methods often fail to comprehensively consider these variables across the entire lifecycle, leading to discrepancies in the management and prediction of rail transit vehicle carbon emissions. Existing carbon emission accounting and assessment methods are relatively inadequate, particularly a lack of a dedicated carbon emission assessment system specifically for rail transit vehicles.

[0028] In order to solve the above problems, this application proposes a rail transit vehicle carbon emission monitoring method and system, which monitors the vehicle's operating status in real time and calculates energy consumption and carbon emissions based on real-time vehicle data to achieve a more comprehensive and accurate carbon emission monitoring effect.

[0029] This embodiment provides a method for monitoring carbon emissions of rail transit vehicles. Figure 1 is a flow chart of a method for monitoring carbon emissions of rail transit vehicles according to an embodiment of the present application. Figure 1 As shown, the process includes the following steps: In the data collection step S101 , the current and voltage of multiple vehicle systems are collected in real time during operation.

[0030] In the energy consumption calculation step S102, the corresponding active power is calculated based on the current and voltage of each vehicle system, and the corresponding active power is discretely sampled to calculate the energy consumption of each vehicle system. The energy consumption of each vehicle system is summed to obtain the total energy consumption.

[0031] In the vehicle positioning step S103, the real-time position of the vehicle during operation is obtained, and the corresponding regional power grid baseline emission factor is obtained by looking up the table according to the real-time position of the vehicle.

[0032] Electricity, as a secondary energy source, is closely tied to the energy mix of different countries and regions. A higher proportion of thermal power generation results in greater carbon emissions per unit of electricity. my country's power grid is uniformly divided into North China, Northeast China, East China, Central China, Northwest China, and Southern China regional grids. The baseline emission factors for each regional grid are published in China's Regional Power Grids. The table below shows the baseline emission factors for China's regional power grids for emission reduction projects in 2020 and 2021, as published by the National Climate Strategy Center.

[0033]

[0034] In the operation carbon emission calculation step S104, the product of the total energy consumption and the regional power grid baseline emission factor is calculated to obtain the operation carbon emission.

[0035] The calculation formula for operating carbon emissions is: .

[0036] in, is greenhouse gas emissions, is the total energy consumption, is the regional power grid baseline emission factor.

[0037] Further, It can be the amount of production or consumption activities that lead to greenhouse gas emissions, such as the consumption of each fossil fuel, the consumption of limestone raw materials, the net purchased electricity, the net purchased steam, etc.

[0038] Further, It can be a coefficient corresponding to the activity level data, including carbon content per unit calorific value or elemental carbon content, oxidation rate, etc., which represents the greenhouse gas emission coefficient per unit of production or consumption activity.

[0039] The data collection step collects current and voltage from multiple vehicle systems in real time during vehicle operation, providing basic data for subsequent calculations. The energy consumption calculation step calculates active power based on the collected current and voltage. Discrete sampling is used to determine the energy consumption of each component, and the total energy consumption is summed. The vehicle positioning step obtains the vehicle's real-time location and determines the regional grid baseline emission factor through table lookup. Finally, the operating carbon emissions calculation step multiplies the total energy consumption by the emission factor to determine the operating carbon emissions.

[0040] It has realized the systematic monitoring of carbon emissions of rail transit vehicles, forming a complete monitoring process from basic data collection to final result calculation, which can monitor carbon emissions more comprehensively and accurately, accurately reflect the operational carbon emissions during vehicle operation, and provide data support for carbon emission management and energy conservation and emission reduction decisions.

[0041] In some embodiments, the energy consumption calculation step S102 further includes: According to the current acquisition frequency of any vehicle system, a plurality of sampling intervals corresponding to the current are obtained.

[0042] The product of any sampling interval corresponding to the current and the active power corresponding to the current in the sampling interval is calculated, and the products calculated in all sampling intervals are accumulated to obtain the energy consumption of the vehicle system.

[0043] Precise calculation based on sampling intervals improves the accuracy of energy consumption calculations, making the final carbon emissions calculation results more reliable and providing more accurate data for accurate assessment of vehicle energy consumption and carbon emissions.

[0044] Specifically, after sampling the current and voltage of the multi-vehicle system, the active power is calculated, and the energy consumption of each vehicle system is obtained by discretely sampling the active power.

[0045] The formula for calculating energy consumption is: .

[0046] in, is the energy consumption in kilowatt-hours (kWh), is the current sampling point number, is the number of sampling points, For the The active power of each sampling point, is the sampling interval.

[0047] According to the current and voltage, calculate The currents and voltages used are those of the individual vehicle systems.

[0048] Energy consumption includes traction input energy, regenerative feedback energy, braking resistor energy consumption, traction energy consumption, and auxiliary energy consumption.

[0049] In any vehicle system, current and voltage are obtained, and active power is obtained from them. Taking the line voltage and line current as an example, the active power calculation formula is: .

[0050] in, is the active power, is the line voltage, is the line current, is the phase difference between voltage and current.

[0051] When calculating traction input energy consumption, the active power required for traction input energy consumption can be calculated based on the three-phase line voltage and three-phase line current. Substitute the line voltage for the three-phase line voltage, the line current for the three-phase line current, and the phase difference for the phase difference between the voltage and current of each phase.

[0052] In the rail transit vehicle carbon emission monitoring method, the apparent power, reactive power and power factor can also be monitored based on the three-phase line voltage, the three-phase line current and the phase difference between the voltage and current of each phase.

[0053] Apparent power is the total power capacity provided by the power supply. The calculation formula for apparent power is: .

[0054] Reactive power is the power that is exchanged back and forth between the energy storage element and the power supply in the circuit, and does not directly consume electrical energy. The calculation formula for reactive power is: .

[0055] Energy storage elements include inductors and capacitors.

[0056] The power factor reflects the proportion of active power in the total power. The calculation formula for the power factor is: .

[0057] Traction input energy consumption is the energy absorbed by the traction system from the contact network or contact rail. It is calculated based on the three-phase line current and three-phase line voltage.

[0058] Regenerative feedback energy is the energy fed back from the traction system to the contact network or contact rail and auxiliary systems.

[0059] The braking resistor energy consumption is the energy consumed by the traction system on the braking resistor.

[0060] Traction energy consumption refers to the energy consumed by the train operation, including the energy consumption of the traction transmission system, the energy consumption of the braking resistor, and the energy consumption of overcoming resistance. Its value is the difference between the traction input energy consumption and the regenerative feedback energy.

[0061] Auxiliary energy consumption refers to the energy consumed by auxiliary power supply and auxiliary equipment.

[0062] The total energy consumption is the energy consumption of the train.

[0063] Train energy consumption is the total energy consumed by all systems of the train, and its value is the sum of traction energy consumption and auxiliary energy consumption.

[0064] The above energy consumption or energy can be monitored by the vehicle's own monitoring system, and the corresponding energy consumption data or energy data can be collected through the communication line.

[0065] Throughout their lifecycle, vehicles are constantly subjected to vibration, impact, corrosion, aging, and other aging effects. Wear and tear failures, such as fatigue cracking of mechanical components and aging failure of rubber components, gradually become apparent. Wear and tear failures are particularly prominent in the middle and later stages of their design life. Typical wear and tear failures, such as partial failure of door and window sealants and aging of some cables, have been exposed during actual operation and various levels of maintenance. Consequently, carbon emissions from energy consumption and maintenance vary dynamically with vehicle age.

[0066] my country's existing EMU maintenance system is divided into five levels. Levels 1 and 2 are operational maintenance, performed at EMU depots. Levels 3, 4, and 5 are advanced maintenance, performed at EMU depots or the main engine plant. According to the China Railway Corporation's "EMU Operation and Maintenance Regulations," EMU maintenance is primarily based on mileage cycles, supplemented by time periods.

[0067] Among them, in operational maintenance, the first and second level inspections are more of a preventive maintenance. According to existing management regulations, the first level inspection is generally for 4,000-5,000 kilometers or 48 hours of operation, and can also be extended to 72 hours. It mainly involves a comprehensive inspection of the undercarriage, brakes, and pantographs on the vehicle. At the same time, it is necessary to confirm whether the functions of the upper service facilities are normal, as well as the cleaning work inside and outside the EMU.

[0068] The upper service facilities include toilets, broadcasting, seats, etc.

[0069] Among advanced repairs, the third-level repair cycle is generally 1.2 million kilometers or 100,000 kilometers or 3 years, and the fourth-level repair cycle is 2.4 million kilometers or 100,000 kilometers or 6 years. It mainly includes bogie disassembly and overhaul, vehicle equipment disassembly and overhaul, car body cleaning, marshaling, static adjustment test, dynamic adjustment test, etc. The fifth-level repair generally only requires returning the vehicle to the original manufacturer for overhaul. The fifth-level repair cycle is 4.8 million kilometers or 100,000 kilometers or 12 years. The repair content is based on the third and fourth-level repairs and adds the disassembly and overhaul of major electrical components and interior equipment, and some parts are replaced with new ones.

[0070] Vehicle equipment includes the roof, under the vehicle, and vehicle ends.

[0071] Taking the maintenance regulations of EMU as an example, Figure 2 This is a cycle diagram of the advanced maintenance of EMUs, including level 3 maintenance, level 4 maintenance, level 5 maintenance and new construction.

[0072] EMUs require multiple advanced maintenance cycles throughout their lifecycle, often requiring early inspections. For example, the CRH380A EMU requires approximately 15 advanced maintenance cycles, including eight Level 3 overhauls (600,000 kilometers or 1.5 years), four Level 4 overhauls (1.2 million kilometers or 3 years), and three Level 5 overhauls (2.4 million kilometers or 6 years). The maintenance cost over its lifecycle is approximately 1.5 times the cost of new construction. Due to the frequent long-distance transportation and high-intensity operation of Chinese EMUs, all levels of maintenance often require early inspections. For example, a train on the Beijing-Shanghai line travels 2,636 kilometers daily between Beijing and Shanghai. Excluding potential maintenance time and operating 21 days per month, the train covers 664,000 kilometers per year. This means it enters Level 3 overhaul after less than one year, Level 4 after about two years, and Level 5 after less than four years.

[0073] In order to comprehensively evaluate the energy consumption and carbon emissions of rail transit vehicles during their service, energy consumption and carbon emission indicators for the entire life cycle are established, and statistics are collected based on a cycle of advanced maintenance and overhaul of the vehicles.

[0074] Using monthly or annual statistical units, the total energy consumption and emissions of a vehicle during a maintenance cycle are weighted and calculated as indicators of the vehicle's energy consumption and carbon emissions at the maintenance level throughout its lifecycle. By comparing the energy consumption and carbon emissions data across multiple maintenance cycles, it is possible to regularly monitor and evaluate the carbon and energy consumption and emissions levels of vehicles in different maintenance cycles, and to analyze the dynamic changes in the energy consumption and carbon emissions at the maintenance level throughout the vehicle's lifecycle.

[0075] In some embodiments, the operating carbon emissions calculation step further includes periodically obtaining the passenger turnover and vehicle energy consumption of the vehicle during operation, and obtaining the operating carbon emissions for any period based on the vehicle energy consumption and passenger turnover during operation.

[0076] By dividing time at the maintenance level and using the maintenance cycle as the cycle for statistical energy consumption and calculating carbon emissions, the monitoring of carbon emissions of rail transit vehicles is made more comprehensive. This not only focuses on real-time carbon emissions during the operation process, but also takes into account the carbon emissions during the maintenance cycle. This helps to more completely evaluate the carbon emissions of the vehicle throughout its life cycle and provide more comprehensive data reference for vehicle maintenance and operation strategy optimization.

[0077] The calculation formula for operating carbon emissions within any maintenance cycle is: .

[0078] in, The carbon emissions per unit passenger turnover within a maintenance cycle are expressed in kilowatt-hours per 10,000 people per kilometer (kWh / (10,000 people·km)). The energy consumption of the vehicle during a maintenance cycle is expressed in kilowatt-hours (kWh). It is the passenger turnover within one maintenance cycle, with the unit being 10,000 people / kilometer (10,000 people·km).

[0079] Passenger turnover within one maintenance cycle Available from operational data.

[0080] In some embodiments, obtaining the vehicle energy consumption corresponding to multiple maintenance cycles of the vehicle during operation includes: Real-time data collection of the vehicle's traction system energy consumption, electric braking energy and auxiliary equipment energy consumption during operation, and setting the electric braking energy recovery weight.

[0081] The actual energy consumption of the traction system is obtained by subtracting the product of the electric braking energy recovery weight and the electric braking energy from the traction system energy consumption.

[0082] The energy consumption of the entire vehicle is obtained by summing the actual energy consumption of the traction system and the energy consumption of the auxiliary equipment.

[0083] Calculating the vehicle's energy consumption by taking electric brake energy recovery into account can more realistically reflect the vehicle's actual energy consumption, making the total maintenance carbon emissions calculated based on the vehicle's energy consumption more accurate. This will help to more scientifically evaluate the vehicle's energy utilization efficiency and carbon emissions, and provide an accurate basis for the formulation of energy-saving and emission reduction measures.

[0084] By directly testing the energy consumption of vehicles on the operating routes, relevant energy consumption and carbon emission data can be obtained. This application also provides an evaluation method for energy consumption and carbon emissions based on the test data.

[0085] Based on the test data, an evaluation method for energy consumption and carbon emissions is established, including a three-level energy consumption and carbon emissions evaluation method.

[0086] Establish a three-level evaluation index for energy consumption of rail vehicles during operation, and evaluate energy consumption and carbon emissions based on the energy consumption uses and test data of various departments of rail transit vehicles.

[0087] Energy consumption uses include: traction system energy consumption, electric braking energy, regenerative braking energy, actual traction system energy consumption, auxiliary system energy consumption, air conditioning system energy consumption and auxiliary equipment energy consumption.

[0088] The energy consumption of the traction system is the total energy absorbed from the input power supply to drive the traction motor during the traction process.

[0089] Input power refers to the grid-side power supply, generator power supply, and auxiliary power supply, such as control electronic devices, DC traction motor excitation, and other power supplies required for the operation of the traction system.

[0090] Electric braking energy refers to the energy generated by electric braking during the train braking process.

[0091] Regenerative braking energy is the energy involved in the electric braking process of the train and fed back to the power supply system.

[0092] The actual energy consumption of the traction system is the energy consumption of the traction system minus the regenerative braking energy.

[0093] The energy consumption of auxiliary systems mainly includes the energy consumption of auxiliary equipment such as air conditioning and lighting during train operation.

[0094] The energy consumption of the air-conditioning system refers to the energy consumption generated by the air-conditioning system during train operation.

[0095] Auxiliary equipment energy consumption refers to the energy consumption of auxiliary equipment other than the air-conditioning system during train operation.

[0096] like Figure 3 As shown in the figure, the energy consumption evaluation indicators for rail vehicles during operation are divided into three levels, as follows: Level 1 energy consumption: energy consumption of the entire rail vehicle.

[0097] Secondary energy consumption: includes actual energy consumption of the traction system and energy consumption of the auxiliary system.

[0098] Level 3 energy consumption: includes traction system energy consumption, electric braking energy, air conditioning system energy consumption and other auxiliary equipment energy consumption.

[0099] The energy consumption of the traction system and the electric braking energy are based on the constraints of a typical operating route map and can be calculated according to the rail transit vehicle carbon emission monitoring method or retrieved through the vehicle communication module.

[0100] The energy consumption of the air-conditioning system is based on the constraints of a typical operating route map and can be calculated according to the carbon emission monitoring method for rail transit vehicles.

[0101] The calculation formula for the actual energy consumption of the traction system is: .

[0102] in, is the actual energy consumption of the traction system, in kilowatt-hours per 10,000 people per kilometer (kWh / (10,000 people·km)), is the energy consumption of the traction system, in kilowatt-hours per 10,000 people per kilometer (kWh / (10,000 people·km)), is the electric brake energy recovery weight, It is the electric braking energy, with the unit of kilowatt-hour per 10,000 people per kilometer (kWh / (10,000 people·km)).

[0103] The value of the electric brake energy recovery weight can be set to 1.

[0104] The calculation formula for auxiliary system energy consumption is: .

[0105] in, is the auxiliary system energy consumption, in kilowatt-hours per 10,000 people per kilometer (kWh / (10,000 people·km)), is the energy consumption of the air conditioning system, in kilowatt-hours per 10,000 people per kilometer (kWh / (10,000 people km)), It is the energy consumption of other auxiliary equipment, with the unit being kilowatt-hour per 10,000 people per kilometer (kWh / (10,000 people·km)).

[0106] Because the average daily power consumption of auxiliary equipment other than the air conditioning system is relatively stable in the auxiliary system energy consumption calculation, the energy consumption of other auxiliary equipment other than the air conditioning system can be calculated, or the energy consumption value can be jointly agreed upon by the user and the manufacturer. The air conditioning system includes air conditioning load and air compressor load.

[0107] The calculation formula for the energy consumption of a rail vehicle is: .

[0108] in, It is the energy consumption of the entire rail vehicle, in kilowatt-hours per 10,000 people per kilometer (kWh / (10,000 people·km)).

[0109] like Figure 4 As shown in the figure, based on the energy consumption evaluation indicators, the carbon emission indicators for the operation stage are established and divided into three levels: Level 1 carbon emissions: carbon emissions from complete rail vehicles.

[0110] Secondary carbon emissions: includes actual carbon emissions from the traction system and carbon emissions from the auxiliary system.

[0111] Level 3 carbon emissions: includes traction system carbon emissions, electric braking carbon emissions, air-conditioning system carbon emissions and other auxiliary equipment carbon emissions.

[0112] The energy consumption and carbon emission evaluation indicators are summarized in the following table:

[0113] like Figure 5 As shown, the embodiment of the present application also provides a rail transit vehicle carbon emission monitoring system, including: The data acquisition module 501 is configured to collect the current and voltage of the multi-vehicle system in real time during operation.

[0114] The data acquisition module 501 collects the status or data of each system and component of the vehicle that can be monitored by itself. For loads without monitoring functions, monitoring can be achieved by adding devices such as intelligent data processors, intelligent solid-state relays, wireless AC current sensors and related software.

[0115] The energy consumption calculation module 502 is connected to the data acquisition module 501 and is configured to receive the current and voltage of multiple vehicle systems in real time during operation, calculate the corresponding active power based on the current and voltage of each vehicle system, and discretely sample the corresponding active power to calculate the energy consumption of each vehicle system, sum the energy consumption of each vehicle system, and obtain and output the total energy consumption.

[0116] The vehicle positioning module 503 is configured to obtain the real-time location of the vehicle during operation, and obtain the corresponding regional power grid baseline emission factor by looking up the table according to the real-time location of the vehicle.

[0117] The operating carbon emission calculation module 504 is connected to the energy consumption calculation module 502 and the vehicle positioning module 503, and is configured to receive the total energy consumption and the regional grid baseline emission factor, calculate the product of the total energy consumption and the regional grid baseline emission factor, and obtain the operating carbon emissions.

[0118] Through modular design, the carbon emissions monitoring process is broken down into multiple modules with clear functions, creating a clear system structure and facilitating development, maintenance, and expansion. The modules work together to ensure the orderly progress of the monitoring process and the accuracy of the results, improving the reliability and stability of the system.

[0119] In some embodiments, the energy consumption calculation module 502 is further configured to obtain a plurality of sampling intervals corresponding to the current of any vehicle system based on the sampling frequency of the current, calculate the product of any sampling interval corresponding to the current and the active power corresponding to the current in the sampling interval, and accumulate the products calculated in all sampling intervals to obtain the energy consumption of the vehicle system.

[0120] By refining the functions of the energy consumption calculation module 502, the accuracy of energy consumption calculation is improved, enabling the system to calculate carbon emissions more accurately, enhancing the credibility of the system monitoring results, and providing strong support for the accurate assessment of carbon emissions of rail transit vehicles.

[0121] In some embodiments, the monitoring system further comprises: The vehicle communication module is configured to communicate with the vehicle and, during the communication process, retrieve the vehicle's own monitoring records of the vehicle's traction system energy consumption, electric braking energy and other auxiliary equipment energy consumption during operation.

[0122] The setting of the vehicle communication module enables the system to easily obtain the vehicle's own monitoring data, avoids the installation of additional complex data acquisition equipment, simplifies the system data acquisition process, and improves the efficiency and convenience of data acquisition.

[0123] The entire monitoring system constructs a wired and wireless self-organizing network. The vehicle communication module includes a train network communication gateway, which obtains train network-related data through the gateway, independently measures AC load current, speed, positioning, records and stores data, realizes local data download and wireless remote transmission, and realizes the configuration of vehicle network information collection and signal storage, and vehicle real-time position GPS positioning system.

[0124] In some embodiments, the monitoring system further comprises: The vehicle energy consumption calculation unit is configured to collect real-time data on the vehicle's traction system energy consumption, electric braking energy, and other auxiliary equipment energy consumption during operation, and to set a weight for electric braking energy regeneration. The actual traction system energy consumption is calculated by subtracting the product of the electric braking energy regeneration weight and the electric braking energy from the traction system energy consumption. The total vehicle energy consumption is calculated by summing the actual traction system energy consumption and the energy consumption of other auxiliary equipment.

[0125] The addition of the vehicle energy consumption calculation unit enables the system to accurately calculate the energy consumption of the entire vehicle. Combined with other modules, it can more accurately calculate the vehicle's carbon emissions, providing more comprehensive and accurate data for vehicle energy management and carbon emissions analysis.

[0126] In some embodiments, the operating carbon emissions calculation module 504 is connected to the vehicle energy consumption calculation unit and is further configured to periodically obtain the vehicle's passenger turnover and vehicle energy consumption during operation. Based on the vehicle's energy consumption and passenger turnover during operation, the operating carbon emissions for any period are calculated.

[0127] The system can comprehensively monitor the vehicle's operating carbon emissions in any cycle, enriching the system's monitoring dimensions and providing more detailed data for vehicle carbon emission management throughout its life cycle, helping to optimize vehicle maintenance and operation strategies and reduce overall carbon emissions.

[0128] In some embodiments, the multiple currents include three-phase current and AC load current, and the data acquisition module 501 includes a wireless AC current sensor and an intelligent solid-state relay.

[0129] Among them, the wireless AC current sensor is connected to the vehicle's air switch to monitor the three-phase current of the air switch.

[0130] The intelligent solid-state relay is connected to the vehicle's load power supply and is used to monitor the AC load current.

[0131] The specific method for the data acquisition module 501 to collect various currents is clarified. The use of wireless AC current sensors and intelligent solid-state relays improves the accuracy and stability of current acquisition, provides a reliable data basis for subsequent energy consumption calculations and carbon emission calculations, and ensures the effectiveness of the entire monitoring system.

[0132] The air switch load energy consumption is monitored using a wireless AC current sensor. The air switch and wireless AC current sensor are mechanically connected, with the air switch's three-phase load lines passing through the sensor's three wiring holes. There is no electrical connection between the air switch and the wireless AC current sensor. The wireless AC current sensor is powered by magnetic induction of the AC load current and requires no external power supply. The wireless AC current sensor monitors the air switch's three-phase current and, combined with the vehicle's self-monitored three-phase voltage, determines parameters such as the air switch load's total power, active power, and reactive power.

[0133] Intelligent solid-state relays use thyristors (SCRs) instead of traditional mechanical contacts to control the on / off switching of load power. A three-phase series-core current transformer isolates the main circuit from the control loop, enabling real-time monitoring, fault diagnosis, and wireless transmission of AC load current. They also offer overcurrent, overheating, and short-circuit protection.

[0134] Furthermore, since the vehicle itself does not directly monitor and collect air conditioning energy consumption, compressor energy consumption, and auxiliary equipment energy consumption data, the acquisition module 501 includes monitoring sensors for monitoring air conditioning energy consumption, compressor energy consumption, auxiliary equipment energy consumption, etc., to provide data support for subsequent energy consumption evaluation.

[0135] The main parameters collected and monitored by sensors and relays are shown in the following table.

[0136]

[0137] The intelligent data processor has wireless communication function, and forms a star wireless network with the intelligent solid-state relay and the wireless AC current sensor to receive, record and store load current, fault diagnosis and other information sent by the intelligent solid-state relay and the wireless AC current sensor.

[0138] like Figure 6As shown, the train network communication gateway and intelligent data processor utilize a custom communication protocol, with Ethernet or RS485 optional physical connections. The intelligent data processor is connected to an intelligent solid-state relay and a wireless AC current sensor. These components can be customized to suit the needs of different vehicle models. Carbon emissions monitoring is implemented based on a predefined algorithm, with quantitative analysis performed based on the relationship between energy consumption and carbon emissions.

[0139] like Figure 7 As shown, within a single carriage, one intelligent data processor supports up to 200 intelligent solid-state relays and wireless AC current sensors. The intelligent data processor exchanges data with the carriages via the train network communication gateway and the train control and management system. Different carriages are isolated at the protocol layer using PN sequences. Each carriage operates as an independent unit, allowing for normal operation without reconfiguration after train reorganization.

[0140] The monitoring system has the advantages of modular design, non-invasive transformation, spatiotemporal data fusion and full-link security, which can realize the accurate collection of energy consumption data of different models and real-time calculation of carbon emissions.

[0141] The intelligent data processor includes an energy consumption calculation module 502 , a vehicle positioning module 503 , and an operation carbon emission calculation module 504 .

[0142] The intelligent data processor has the combined positioning function of GPS and inertial navigation, and corrects the cumulative positioning error with the total mileage information read by the train network communication gateway, and can accurately locate the real-time position of the vehicle.

[0143] Based on the real-time vehicle location collected by the intelligent data processor, the dynamic recognition module automatically analyzes the regional power grid where the vehicle is located, reads the corresponding regional power grid baseline emission factor in the database, and combines it with the collected energy consumption data to obtain carbon emission data through conversion.

[0144] In addition to wireless communication with intelligent solid-state relays and intelligent air circuit breakers and data storage, the intelligent data processor is also equipped with a communication interface that connects to the onboard network and communicates with the train network communication gateway to collect and record onboard network data. This data is ultimately uploaded to a server via train-to-ground transmission for mining and utilization of train energy consumption data.

[0145] As shown in Figure 8, this application provides an information processing system based on a rail transit vehicle carbon emissions monitoring method and system. Test data is collected, including current, voltage, active power, apparent power, and reactive power. Current, voltage, and active power are transmitted to an intelligent data processor via a train network communication gateway. Apparent power and reactive power are uploaded to the intelligent data processor via intelligent solid-state relays and wireless AC current sensors. Energy consumption and carbon emissions are calculated in the intelligent data processor.

[0146] Furthermore, the calculated data can be uploaded to GPRS according to TCP or IP, and then sent to the internal Ethernet through the Internet and the firewall.

[0147] Furthermore, the data may be further processed by the primary database server, the redundant database server, and the NTP server.

[0148] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0149] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A method for monitoring carbon emissions of rail transit vehicles, characterized in that: include: Data collection step: real-time collection of current and voltage of multiple vehicle systems during operation; an energy consumption calculation step, calculating the corresponding active power according to the current and voltage of each vehicle system, discretely sampling the corresponding active power, calculating the energy consumption of each vehicle system, and summing the energy consumption of each vehicle system to obtain the total energy consumption; Vehicle positioning step: obtaining the real-time location of the vehicle during operation, and obtaining the corresponding regional grid baseline emission factor based on the vehicle's real-time location; The operating carbon emissions calculation steps are to calculate the product of the total energy consumption and the regional power grid baseline emission factor to obtain the operating carbon emissions.

2. The rail transit vehicle carbon emission monitoring method according to claim 1, characterized in that: The energy consumption calculation steps further include: According to the current acquisition frequency of any vehicle system, a plurality of sampling intervals corresponding to the current are obtained; The product of any sampling interval corresponding to the current and the active power corresponding to the current in the sampling interval is calculated, and the products calculated in all sampling intervals are accumulated to obtain the energy consumption of the vehicle system.

3. The rail transit vehicle carbon emission monitoring method according to claim 1, characterized in that: The steps to run a carbon emissions calculation also include: Periodically obtain the passenger turnover and vehicle energy consumption of vehicles during operation; Based on the vehicle's energy consumption and passenger turnover during operation, the operating carbon emissions in any cycle are obtained.

4. The rail transit vehicle carbon emission monitoring method according to claim 3, characterized in that: Obtaining the corresponding vehicle energy consumption during multiple maintenance cycles during operation includes: Real-time collection of vehicle traction system energy consumption, electric braking energy, and auxiliary equipment energy consumption during operation, and setting of electric braking energy recovery weights; The actual energy consumption of the traction system is obtained by subtracting the product of the electric braking energy recovery weight and the electric braking energy from the traction system energy consumption; The energy consumption of the entire vehicle is obtained by summing the actual energy consumption of the traction system and the energy consumption of the auxiliary equipment.

5. A rail transit vehicle carbon emission monitoring system, characterized in that: include: A data acquisition module is configured to collect and send out in real time the current of the multi-vehicle system and the voltage of the multi-vehicle system during operation; an energy consumption calculation module connected to the data acquisition module, configured to receive in real time the current and voltage of multiple vehicle systems during operation, calculate the corresponding active power based on the current and voltage of each vehicle system, discretely sample the corresponding active power, calculate the energy consumption of each vehicle system, sum the energy consumption of each vehicle system, and obtain and output the total energy consumption; A vehicle positioning module is configured to obtain the real-time location of the vehicle during operation, obtain the corresponding regional power grid baseline emission factor based on the real-time location of the vehicle, and issue the regional power grid baseline emission factor; The operating carbon emission calculation module is connected to the energy consumption calculation module and the vehicle positioning module, and is configured to receive the total energy consumption and the regional power grid baseline emission factor, calculate the product of the total energy consumption and the regional power grid baseline emission factor, and obtain the operating carbon emissions.

6. The rail transit vehicle carbon emission monitoring system according to claim 5, characterized in that: The energy consumption calculation module is further configured to obtain multiple sampling intervals corresponding to the current based on the current collection frequency of any vehicle system; calculate the product of any sampling interval corresponding to the current and the active power corresponding to the current in the sampling interval, accumulate the products calculated in all sampling intervals, and obtain the energy consumption of the vehicle system.

7. The rail transit vehicle carbon emission monitoring system according to claim 5, characterized in that: Also includes: The vehicle communication module is configured to communicate with the vehicle and, during the communication process, retrieve the vehicle's own monitoring records of the vehicle's traction system energy consumption, electric braking energy and other auxiliary equipment energy consumption during operation.

8. The rail transit vehicle carbon emission monitoring system according to claim 7, characterized in that: Also includes: The vehicle energy consumption calculation unit is connected to the vehicle communication module and is configured to obtain the vehicle's traction system energy consumption, electric braking energy and other auxiliary equipment energy consumption in real time through the vehicle communication module during operation, and set the electric braking energy recovery weight; subtract the product of the electric braking energy recovery weight and the electric braking energy from the traction system energy consumption to obtain the actual energy consumption of the traction system; and sum the actual energy consumption of the traction system and the energy consumption of other auxiliary equipment to obtain the energy consumption of the whole vehicle.

9. The rail transit vehicle carbon emission monitoring system according to claim 8, characterized in that: The operating carbon emission calculation module is connected to the vehicle energy consumption calculation unit and is further configured to: periodically obtain the passenger turnover volume and vehicle energy consumption of the vehicle during operation; and obtain the operating carbon emissions in any cycle based on the vehicle energy consumption and passenger turnover volume of the vehicle during operation.

10. The rail transit vehicle carbon emission monitoring system according to claim 5, characterized in that: A variety of currents include three-phase current and AC load current, and the data acquisition module includes a wireless AC current sensor and an intelligent solid-state relay; Among them, the wireless AC current sensor is connected to the vehicle's air switch to monitor the three-phase current of the air switch; The intelligent solid-state relay is connected to the vehicle's load power supply and is used to monitor the AC load current.

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