Road construction carbon emission assessment method and system based on edge calculation

Abstract

The invention discloses a road construction carbon emission assessment method and system based on edge calculation, and relates to the technical field of intelligent assessment, and the method comprises the following steps: constructing a first corresponding relation, screening abnormal factors, obtaining a first analysis result through first analysis, and obtaining a comprehensive assessment amount according to the first analysis result. According to the method, key factors influencing carbon emission can be identified by analyzing historical data, a scientific basis is provided for carbon emission management in the construction process, abnormal conditions such as equipment faults and material waste in the construction process can be found in time by comparing the current parameters with the historical data, and therefore corresponding measures are taken to reduce carbon emission, and the construction efficiency is improved. And the screened abnormal factors are deeply analyzed, the construction scheme is continuously optimized, the construction efficiency is improved, the carbon emission is reduced, real-time processing and analysis of data can be realized through an edge computing technology, and the efficiency and accuracy of carbon emission evaluation are improved.

Description

Technical Field

[0001] This invention relates to the technical field of intelligent assessment, and in particular to a method and system for assessing carbon emissions from road construction based on edge computing. Background Technology

[0002] In recent years, real-time carbon emission monitoring systems for construction sites based on the Internet of Things, wireless sensors, and CPS have been put into pilot projects. These systems can collect and visualize CO2 emissions from machinery, lighting, and material storage in minutes, solving the problems of slow and inaccurate traditional manual reporting.

[0003] Currently, Chinese invention patent CN119962845A discloses a method for assessing carbon emissions during construction projects. This method constructs a BIM model to determine the construction emission correlation coefficient. When the overall carbon emissions exceed a set threshold at the next moment, the assessment result of the construction project is set as abnormal. It can generate construction emission correlation coefficients for components, thereby achieving dynamic assessment of carbon emissions at different construction stages and for different component types. Based on the prediction results, the construction plan can be adjusted in a timely manner and the construction methods optimized to achieve emission reduction targets. However, the related technology does not convert the complex label data in historical data into simplified classification data to construct the corresponding relationship of carbon emission conversion, which is not conducive to the speed of carbon emission analysis of road construction. It also does not compensate for abnormal factors based on actual construction conditions, which is not conducive to the accuracy of carbon emission assessment. Summary of the Invention

[0004] The technical problem solved by this invention is that related technologies do not convert complex label data in historical data into simplified classification data to construct a corresponding relationship for carbon emission conversion, which is not conducive to the speed of carbon emission analysis of road construction, and does not compensate for abnormal factors according to the actual construction situation, which is not conducive to the accuracy of carbon emission assessment.

[0005] To address the aforementioned technical problems, the present invention provides the following technical solution: Firstly, a method for assessing carbon emissions from road construction based on edge computing, comprising the following steps: Step S100: Construct the first correspondence based on historical data, and filter out abnormal factors based on current parameters; Step S200: Perform a first analysis on the abnormal factors to obtain the first analysis results, and obtain the comprehensive evaluation quantity based on the first analysis results.

[0006] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, the historical data includes historical road area, historical construction geology, historical transportation data, and historical construction data. The historical construction geology includes topography, lithology, and hydrological conditions. The topography includes flat, undulating, and mountainous terrain. The difficulty level is classified according to the historical construction geology, and the difficulty level includes simple, medium, and difficult. The lithology includes first-level, second-level, third-level, fourth-level, and fifth-level rock masses. The lithology is classified according to the engineering rock mass classification standard, based on the bedrock bearing capacity. The lithological state of the first-level, second-level, third-level, fourth-level, and fifth-level rock masses is progressively worse. The hydrological conditions include primary, secondary, and tertiary hydrological conditions, which are classified according to the number of aquifers. The primary, secondary, and tertiary hydrological conditions represent progressively better hydrological conditions. The historical transportation data includes historical transportation distance, historical material name, historical material weight, historical transportation vehicle model, and historical transportation vehicle quantity. The historical transportation distance represents the distance that any type of material is transported to the historical road construction area by a vehicle of the corresponding vehicle model. The historical material weight represents the weight of different types of construction materials. The historical transportation vehicle quantity corresponds to the historical transportation model. The historical construction data includes historical construction equipment models, historical construction equipment quantities, historical construction duration, and historical residential electricity consumption. The historical construction equipment models refer to the models of various equipment used for road construction. The historical construction equipment quantities correspond to the historical construction equipment models. The historical residential electricity consumption refers to the total electricity consumption of construction workers' residences. The historical construction duration corresponds to the historical construction equipment models.

[0007] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, the terrain division method includes: Obtain historical construction slopes, and set the first, second, and third values ​​as slope thresholds. The values ​​of the first, second, and third values ​​are in ascending order, and all three values ​​are greater than or equal to 0 degrees and less than 90 degrees. The historical construction slope is compared with the slope threshold. When the historical construction slope is greater than or equal to 0 degrees and less than or equal to the first value, the terrain is classified as flat. When the historical construction slope is greater than the first value and less than or equal to the second value, the terrain is classified as undulating. When the historical construction slope is greater than the second value and less than 90 degrees, the terrain is classified as ridge and valley mountain. Lithological classification methods include: When the bedrock bearing capacity is greater than 7, the lithology is set as Grade I rock mass; when the bedrock bearing capacity is greater than 4 and less than or equal to 7, the lithology is set as Grade II rock mass; when the bedrock bearing capacity is greater than 2 and less than or equal to 4, the lithology is set as Grade III rock mass; when the bedrock bearing capacity is greater than 0.5 and less than or equal to 2, the lithology is set as Grade IV rock mass; when the bedrock bearing capacity is greater than 0 and less than or equal to 0.5, the lithology is set as Grade V rock mass. The methods for classifying hydrological conditions include: The number of aquifers is determined. When the number of aquifers is greater than 3, the hydrological conditions are set to Level 1. When the number of aquifers is greater than or equal to 2 and less than or equal to 3, the hydrological conditions are set to Level 2. When the number of aquifers is greater than or equal to 0 and less than 2, the hydrological conditions are set to Level 3.

[0008] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, the method for classifying difficulty levels based on historical construction geology includes: When the terrain is flat, the lithology is first-class or second-class rock mass, and the hydrological conditions are first-class hydrological conditions, set the difficulty level to easy. When the terrain is highly undulating, the lithology is grade III or IV rock mass, and the hydrological conditions are grade II, set the difficulty level to medium. When the terrain is a ridge and valley mountain, the lithology is a Class V rock mass, and the hydrological conditions are Class III hydrological conditions, the difficulty level should be set to Hard.

[0009] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, the method for constructing a first correspondence relationship based on historical data includes: Obtain historical road area, historical transportation data, and historical construction data corresponding to any difficulty level; The first carbon emission factor and the second carbon emission factor are matched based on the historical material name and the historical transport vehicle model. The first carbon emission factor and the second carbon emission factor represent the volume of carbon dioxide converted per unit weight of material name and the volume of carbon dioxide converted per unit distance traveled by vehicle model, respectively. The first carbon emission factor and the second carbon emission factor are calculated by the IPCC carbon emission factor method. The third and fourth carbon emission factors are matched based on the historical construction equipment models and historical residential electricity consumption. The third and fourth carbon emission factors represent the volume of carbon dioxide converted by the construction equipment model per unit operating time and the volume of carbon dioxide converted by the electricity consumption per unit, respectively. The third and fourth carbon emission factors are calculated using the IPCC carbon emission factor method. Calculate the first carbon emission factor and the first product of the historical material weight; Calculate the product of the second carbon emission factor and the historical transport distance, and calculate the product of the second carbon emission factor and the historical transport distance and the second product of the corresponding historical transport vehicle number. Calculate the product of the third carbon emission factor and the historical construction duration, and calculate the product of the third carbon emission factor and the historical construction duration and the third product of the historical construction equipment quantity; Calculate the fourth carbon emission factor multiplied by the fourth product of historical residential electricity consumption; Iterate through each historical material name to obtain the first product of each historical material name. Then, weight the first product to obtain the first sum. Iterate through each historical transport vehicle model to obtain the second product of each historical transport vehicle model. Then, weight the second product to obtain the second sum. Iterate through each historical construction equipment model to obtain the third product of each historical construction equipment model. Then, weight the third product to obtain the third sum. Calculate the sum of the first, second, third, and fourth products, and record it as the historical carbon emissions; Obtain the historical road area corresponding to the historical carbon emissions, calculate the first ratio of historical carbon emissions to the corresponding historical road area, traverse each historical road area, calculate the first average value of the first ratio corresponding to each historical road area, and construct the first correspondence between the first average value and the difficulty type. Iterate through each difficulty level to obtain the first correspondence between each difficulty level. By obtaining the current difficulty level and the current road area, the first correspondence with the current difficulty level is retrieved, the first average value is obtained through the first correspondence, the product of the first average value and the current road area is calculated, and the product of the first average value and the current road area is recorded as the current carbon emission.

[0010] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, the current parameters include the current vehicle model, current vehicle efficiency, current equipment model, current equipment efficiency, and current power transmission efficiency. A first efficiency is set as a vehicle efficiency threshold, a second efficiency is set as an equipment efficiency threshold, and a third efficiency is set as a power transmission efficiency threshold. Abnormal factors are screened based on the current parameters. The abnormal factors include vehicle abnormal factors, equipment abnormal factors, and power transmission abnormal factors. The current vehicle efficiency is expressed as the ratio of the engine output power to the input power of any vehicle model. The current equipment efficiency is expressed as the ratio of the engine output power to the input power of any equipment model. The current power transmission efficiency is expressed as the ratio of active power to total power transmission.

[0011] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, the method for setting the abnormal factors includes: The current vehicle efficiency is compared with the first efficiency. If the current vehicle efficiency is less than the first efficiency, the abnormal factors of the vehicle are added to the abnormal factors. If the current vehicle efficiency is greater than or equal to the first efficiency, the abnormal factors of the vehicle are deleted. The current equipment efficiency is compared with the second efficiency. If the current equipment efficiency is less than the second efficiency, the abnormal equipment factor is added to the abnormal factors list. If the current equipment efficiency is greater than or equal to the second efficiency, the abnormal equipment factor is deleted. The current transmission efficiency is compared with the third efficiency. If the current transmission efficiency is less than the third efficiency, the abnormal transmission factor is added to the abnormal factors list. If the current transmission efficiency is greater than or equal to the third efficiency, the abnormal transmission factor is deleted.

[0012] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, wherein: a first analysis is performed on abnormal factors to obtain a first analysis result, the first analysis result including a first compensation amount, a second compensation amount, and a third compensation amount, and the method of the first analysis includes: Obtain abnormal factors. When the abnormal factor is a vehicle abnormal factor, obtain the vehicle model corresponding to the current vehicle efficiency that is less than the first efficiency, and obtain the number of vehicles corresponding to the vehicle model, which is recorded as the first current quantity. Calculate the average number of historical transport vehicles corresponding to the vehicle model, and calculate the ratio of the first current quantity to the average number of historical transport vehicles corresponding to the vehicle model, which is recorded as the first proportion. Calculate the product of the second product and the first proportion corresponding to the vehicle, and calculate the ratio of the current vehicle efficiency. Set the product of the second product and the first proportion and the ratio of the current vehicle efficiency as the first abnormal data. Calculate the difference between the second sum and the second product, and calculate the sum of the first abnormal data, the second sum and the difference between the second product, which is recorded as the first compensation amount. When the abnormal factor is an equipment factor, obtain the equipment model corresponding to the current equipment efficiency that is less than the second efficiency, and obtain the equipment quantity corresponding to the equipment model, which is recorded as the second current quantity. Calculate the average value of the historical construction equipment quantity corresponding to the equipment model, calculate the ratio of the second current quantity to the average value of the historical construction equipment quantity corresponding to the equipment model, which is recorded as the second proportion. Calculate the product of the third product and the second proportion corresponding to the equipment, calculate the product of the third product and the second proportion, and calculate the ratio of the current equipment efficiency. Set the product of the third product and the second proportion and the ratio of the current equipment efficiency as the second abnormal data. Calculate the difference between the third sum and the third product, and calculate the sum of the second abnormal data, the third sum and the difference between the third product, which is recorded as the second compensation amount. When the abnormal factor is a transmission factor, calculate the ratio of the fourth product to the current transmission efficiency, and set the ratio of the fourth product to the current transmission efficiency as the third compensation amount.

[0013] As a preferred embodiment of the edge computing-based road construction carbon emission assessment method of the present invention, the method for obtaining the comprehensive assessment quantity based on the first analysis result includes: Calculate the sum of the first sum, the first compensation amount, the second compensation amount, and the third compensation amount, and set the sum of the first sum, the first compensation amount, the second compensation amount, and the third compensation amount as the comprehensive evaluation amount.

[0014] Secondly, a road construction carbon emission assessment system based on edge computing includes a screening module and a compensation module; The filtering module constructs a first correspondence based on historical data and filters abnormal factors based on current parameters. The compensation module performs a first analysis on the abnormal factors, obtains a first analysis result, and obtains a comprehensive evaluation quantity based on the first analysis result.

[0015] The beneficial effects of this invention are as follows: By analyzing historical data, key factors affecting carbon emissions can be identified, providing a scientific basis for carbon emission management during construction. By comparing current parameters with historical data, abnormal situations during construction, such as equipment failure and material waste, can be detected in a timely manner, thereby taking corresponding measures to reduce carbon emissions. In-depth analysis of the screened abnormal factors can continuously optimize construction plans, improve construction efficiency, and reduce carbon emissions. Through edge computing technology, real-time data processing and analysis can be achieved, improving the efficiency and accuracy of carbon emission assessment. Attached Figure Description

[0016] Figure 1 A schematic diagram of the basic process of a road construction carbon emission assessment method based on edge computing provided in one embodiment of the present invention; Figure 2 This is the clustering data for difficulty levels in this invention. Detailed Implementation

[0017] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0018] Example, refer to Figure 1 As one embodiment of the present invention, a method for assessing carbon emissions from road construction based on edge computing is provided, comprising: This invention analyzes historical data to identify key factors affecting carbon emissions, providing a scientific basis for carbon emission management during construction. By comparing current parameters with historical data, anomalies during construction, such as equipment failures and material waste, can be detected in a timely manner, allowing for corresponding measures to reduce carbon emissions. In-depth analysis of the identified anomalies allows for continuous optimization of construction plans, improving construction efficiency and reducing carbon emissions. Through edge computing technology, real-time data processing and analysis can be achieved, improving the efficiency and accuracy of carbon emission assessment.

[0019] Construct the first correspondence based on historical data, and filter out abnormal factors based on current parameters; Historical data includes historical road area, historical construction geology, historical transportation data, and historical construction data; Historical construction geology includes topography, lithology, and hydrological conditions. Topography includes flat, undulating, and mountainous terrain. Based on historical construction geology, difficulty levels are classified as simple, medium, and difficult. Lithology includes Class I, Class II, Class III, Class IV and Class V rock masses. Lithology is classified according to the engineering rock mass classification standard, based on the bedrock bearing capacity. The lithological state of Class I, Class II, Class III, Class IV and Class V rock masses is progressively worse. Hydrological conditions are classified into primary, secondary, and tertiary hydrological conditions. The classification is based on the number of aquifers. The primary, secondary, and tertiary hydrological conditions represent progressively better hydrological conditions. Historical transportation data includes historical transportation distance, historical material name, historical material weight, historical transportation vehicle model, and historical transportation vehicle quantity. Historical transportation distance represents the distance that any type of material is transported to the historical road construction area by vehicles of the corresponding vehicle model. Historical material weight represents the weight of different types of construction materials. The historical transportation vehicle quantity corresponds to the historical transportation model. Historical construction data includes historical construction equipment models, historical construction equipment quantities, historical construction duration, and historical residential electricity consumption. Historical construction equipment models refer to the models of various equipment used in road construction. The historical construction equipment quantities correspond to the historical construction equipment models. Historical residential electricity consumption refers to the total electricity consumption of construction workers' residences. Historical construction duration corresponds to the historical construction equipment models.

[0020] In practice, subjective geological descriptions are transformed into quantifiable indices, enabling precise mapping between geological complexity and carbon emissions. This avoids biases caused by empirical estimations and allows for emissions traceability at the material, vehicle, and distance levels. It can identify high-carbon transportation links, such as long-distance gravel transportation, providing a basis for low-carbon procurement decisions. Construction-period carbon emissions are broken down into equipment and living dimensions, allowing for the identification of high-energy-consuming equipment, such as old road rollers or electricity waste in living areas, achieving precise emission reduction. It enables closed-loop verification of models and actual measurements, and can detect high-carbon abnormal behaviors in real time during construction, avoiding the passive situation of discovering excessive emissions only after completion.

[0021] Methods for classifying terrain include: Obtain historical construction slopes, and set the first, second, and third values ​​as slope thresholds. The values ​​of the first, second, and third values ​​are in ascending order, and all three values ​​are greater than or equal to 0 degrees and less than 90 degrees. The historical construction slope is compared with the slope threshold. When the historical construction slope is greater than or equal to 0 degrees and less than or equal to the first value, the terrain is classified as flat. When the historical construction slope is greater than the first value and less than or equal to the second value, the terrain is classified as undulating. When the historical construction slope is greater than the second value and less than 90 degrees, the terrain is classified as ridge and valley mountain. Lithological classification methods include: When the bedrock bearing capacity is greater than 7, the lithology is set as Grade I rock mass; when the bedrock bearing capacity is greater than 4 and less than or equal to 7, the lithology is set as Grade II rock mass; when the bedrock bearing capacity is greater than 2 and less than or equal to 4, the lithology is set as Grade III rock mass; when the bedrock bearing capacity is greater than 0.5 and less than or equal to 2, the lithology is set as Grade IV rock mass; when the bedrock bearing capacity is greater than 0 and less than or equal to 0.5, the lithology is set as Grade V rock mass. Methods for classifying hydrological conditions include: The number of aquifers is determined. When the number of aquifers is greater than 3, the hydrological conditions are set to Level 1. When the number of aquifers is greater than or equal to 2 and less than or equal to 3, the hydrological conditions are set to Level 2. When the number of aquifers is greater than or equal to 0 and less than 2, the hydrological conditions are set to Level 3.

[0022] In practice, the first value is 3°, the second value is 8°, and the third value is 90°. The rock saturated uniaxial compressive strength Rc and rock mass integrity index Kv of the engineering rock mass classification standard are used to convert the characteristic value of bedrock bearing capacity. The five-level qualitative terms "extremely hard rock / hard rock / relatively soft rock" are replaced by a single continuous variable fak to avoid model drift caused by inconsistent terminology in reports from different exploration units. The three parameters of slope, bearing capacity, and aquifer can be collected within 24 hours before construction begins by using drones, portable drills, and electric logging. The overall calculation time of the edge side is less than 200ms, which meets the real-time edge calculation requirement of "collect and use immediately".

[0023] Methods for classifying difficulty levels based on historical construction geological conditions include: When the terrain is flat, the lithology is first-class or second-class rock mass, and the hydrological conditions are first-class hydrological conditions, set the difficulty level to easy. When the terrain is highly undulating, the lithology is grade III or IV rock mass, and the hydrological conditions are grade II, set the difficulty level to medium. When the terrain is a ridge and valley mountain, the lithology is a Class V rock mass, and the hydrological conditions are Class III hydrological conditions, the difficulty level should be set to Hard.

[0024] In practice, only the three most common combinations with the largest differences in carbon emission gradients are assigned deterministic difficulty levels. The remaining combinations revert to the continuous GDI formula. This ensures model simplicity while avoiding overfitting. Data from 200 completed roads is extracted, with each data point including: topography θ (slope), lithology fak (MPa), hydrology N (number of aquifers), and actual carbon emissions per unit area E. a (kgCO2 / m²), K-means (K=3) is used to cluster the three-dimensional features {θ,fak,N} to obtain the average carbon emissions of the natural cluster center and within the cluster. The rules contain only 3 if-else statements. The actual time taken on the STM32H7 edge gateway is 6µs, which meets the millisecond-level shift control requirements of construction machinery. The difficulty type is set to the corresponding level only when the topography, lithology and hydrology simultaneously meet the preset combination. Otherwise, the calculation of the continuous geological difficulty index is reverted.

[0025] Methods for constructing the first correspondence based on historical data include: Obtain historical road area, historical transportation data, and historical construction data corresponding to any difficulty level; The first carbon emission factor and the second carbon emission factor are matched based on the historical material name and the historical transport vehicle model. The first carbon emission factor and the second carbon emission factor represent the volume of carbon dioxide converted per unit weight of material name and the volume of carbon dioxide converted per unit distance traveled by vehicle model, respectively. The first carbon emission factor and the second carbon emission factor are calculated by the IPCC carbon emission factor method. The third and fourth carbon emission factors are matched based on the historical construction equipment models and historical domestic electricity consumption. The third and fourth carbon emission factors represent the volume of carbon dioxide converted by the construction equipment model per unit operating time and the volume of carbon dioxide converted by the electricity consumption per unit, respectively. The third and fourth carbon emission factors are calculated using the IPCC carbon emission factor method. Calculate the first carbon emission factor and the first product of the historical material weight; Calculate the product of the second carbon emission factor and the historical transport distance, and calculate the product of the second carbon emission factor and the historical transport distance and the second product of the corresponding historical transport vehicle number. Calculate the product of the third carbon emission factor and the historical construction duration, and calculate the product of the third carbon emission factor and the historical construction duration and the third product of the historical construction equipment quantity; Calculate the fourth carbon emission factor multiplied by the fourth product of historical residential electricity consumption; Iterate through each historical material name to obtain the first product of each historical material name. Then, weight the first product to obtain the first sum. Iterate through each historical transport vehicle model to obtain the second product of each historical transport vehicle model. Then, weight the second product to obtain the second sum. Iterate through each historical construction equipment model to obtain the third product of each historical construction equipment model. Then, weight the third product to obtain the third sum. Calculate the sum of the first, second, third, and fourth products, and record it as the historical carbon emissions; Obtain the historical road area corresponding to the historical carbon emissions, calculate the first ratio of historical carbon emissions to the corresponding historical road area, traverse each historical road area, calculate the first average value of the first ratio corresponding to each historical road area, and construct the first correspondence between the first average value and the difficulty type. Iterate through each difficulty level to obtain the first correspondence between each difficulty level. By obtaining the current difficulty level and the current road area, the first correspondence with the current difficulty level is retrieved, the first average value is obtained through the first correspondence, the product of the first average value and the current road area is calculated, and the product of the first average value and the current road area is recorded as the current carbon emission.

[0026] In practice, the historical average carbon emission intensity per unit area corresponding to the current difficulty level is obtained by looking up a table, and then correlated with the current road area to obtain the current carbon emission. The material values ​​are from IPCC 2006 Table 2.1, the vehicle values ​​are from the IPCC 2019 update, the equipment values ​​are from the measured power × fuel factor, and the living values ​​are from the regional power grid. The living values ​​are taken as 0.7035.

[0027] The current parameters include the current vehicle model, current vehicle efficiency, current equipment model, current equipment efficiency, and current transmission efficiency. The first efficiency is set as the vehicle efficiency threshold, the second efficiency is set as the equipment efficiency threshold, and the third efficiency is set as the transmission efficiency threshold. Abnormal factors are filtered based on the current parameters. Abnormal factors include vehicle abnormal factors, equipment abnormal factors, and transmission abnormal factors. The current vehicle efficiency is expressed as the ratio of the engine output power to the input power of any vehicle model. The current equipment efficiency is expressed as the ratio of the engine output power to the input power of any equipment model. The current transmission efficiency is expressed as the ratio of active power to total transmission power.

[0028] Methods for setting abnormal factors include: The current vehicle efficiency is compared with the first efficiency. If the current vehicle efficiency is less than the first efficiency, the abnormal factors of the vehicle are added to the abnormal factors. If the current vehicle efficiency is greater than or equal to the first efficiency, the abnormal factors of the vehicle are deleted. The current equipment efficiency is compared with the second efficiency. If the current equipment efficiency is less than the second efficiency, the abnormal equipment factor is added to the abnormal factors list. If the current equipment efficiency is greater than or equal to the second efficiency, the abnormal equipment factor is deleted. The current transmission efficiency is compared with the third efficiency. If the current transmission efficiency is less than the third efficiency, the abnormal transmission factor is added to the abnormal factors list. If the current transmission efficiency is greater than or equal to the third efficiency, the abnormal transmission factor is deleted.

[0029] In practice, the current vehicle efficiency = (drive wheel power CAN read) / (fuel low calorific value × instantaneous fuel consumption), the current equipment efficiency = (hydraulic pump outlet pressure × flow rate) / (engine output shaft power), and the current power transmission efficiency = (smart meter active power) / (wireless clamp meter apparent power). The current efficiency of the vehicle, equipment, and power transmission are compared with the corresponding thresholds using Boolean comparisons, and abnormal flag bits are dynamically added or deleted. Other combinations are not considered abnormal.

[0030] A first analysis was conducted on the abnormal factors to obtain the first analysis results, which include the first compensation amount, the second compensation amount, and the third compensation amount. The methods used in the first analysis include: Obtain abnormal factors. When the abnormal factor is a vehicle abnormal factor, obtain the vehicle model corresponding to the current vehicle efficiency that is less than the first efficiency, and obtain the number of vehicles corresponding to the vehicle model, which is recorded as the first current quantity. Calculate the average number of historical transport vehicles corresponding to the vehicle model, and calculate the ratio of the first current quantity to the average number of historical transport vehicles corresponding to the vehicle model, which is recorded as the first proportion. Calculate the product of the second product and the first proportion corresponding to the vehicle, and calculate the ratio of the current vehicle efficiency. Set the product of the second product and the first proportion and the ratio of the current vehicle efficiency as the first abnormal data. Calculate the difference between the second sum and the second product, and calculate the sum of the first abnormal data, the second sum and the difference between the second product, which is recorded as the first compensation amount. When the abnormal factor is an equipment factor, obtain the equipment model corresponding to the current equipment efficiency that is less than the second efficiency, and obtain the equipment quantity corresponding to the equipment model, which is recorded as the second current quantity. Calculate the average of the historical construction equipment quantity corresponding to the equipment model, calculate the ratio of the second current quantity to the average of the historical construction equipment quantity corresponding to the equipment model, which is recorded as the second proportion. Calculate the product of the third product corresponding to the equipment and the second proportion, calculate the product of the third product and the second proportion, and calculate the ratio of the current equipment efficiency. Set the product of the third product and the second proportion and the ratio of the current equipment efficiency as the second abnormal data. Calculate the difference between the third sum and the third product, and calculate the sum of the second abnormal data, the third sum and the difference between the third product, which is recorded as the second compensation amount. When the abnormal factor is a transmission factor, calculate the ratio of the fourth product to the current transmission efficiency, and set the ratio of the fourth product to the current transmission efficiency as the third compensation amount.

[0031] Based on the results of the first analysis, the methods for obtaining the comprehensive evaluation quantity include: Calculate the sum of the first sum, the first compensation amount, the second compensation amount, and the third compensation amount, and set the sum of the first sum, the first compensation amount, the second compensation amount, and the third compensation amount as the comprehensive evaluation amount.

[0032] In practice, the historical product, proportion, and current efficiency of abnormal links are simultaneously substituted into the real-time compensation amount, which is then used to synthesize the comprehensive evaluation amount. Since power transmission has no quantitative dimension, the carbon emissions of residential electricity consumption are directly amplified by the inverse of efficiency. The algorithm is extremely simple and the upper limit is controllable. Inefficiency and insufficient quantity are simultaneously converted into additional carbon emissions, simplifying the calculation steps. The compensation amount algorithm based on the triple coupling of efficiency, proportion, and difference makes the calculation of carbon emissions more scientific.

[0033] This invention analyzes historical data to identify key factors affecting carbon emissions, providing a scientific basis for carbon emission management during construction. By comparing current parameters with historical data, anomalies during construction, such as equipment failures and material waste, can be detected in a timely manner, allowing for corresponding measures to reduce carbon emissions. In-depth analysis of the identified anomalies allows for continuous optimization of construction plans, improving construction efficiency and reducing carbon emissions. Through edge computing technology, real-time data processing and analysis can be achieved, improving the efficiency and accuracy of carbon emission assessment.

[0034] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program code. The storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Red-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0035] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for road construction carbon emission assessment based on edge computing, characterized in that, Comprising the following steps: Step S100, constructing a first correspondence relationship according to historical data, screening abnormal factors according to current parameters, the historical data including historical road area, historical construction geology, historical transportation data and historical construction data, dividing difficulty categories according to historical construction geology, the historical transportation data including historical transportation distance, historical material name, historical material weight, historical transportation vehicle model, historical transportation vehicle quantity, the historical construction data including historical construction equipment model, historical construction equipment quantity, historical construction time length and historical life electricity consumption; According to the historical data, the first average value and the difficulty category are corresponded; The current parameters include current vehicle model, current vehicle efficiency, current equipment model, current equipment efficiency and current power transmission efficiency, and the abnormal factors include vehicle abnormal factors, equipment abnormal factors and power transmission abnormal factors; Step S200, first analyzing the abnormal factors to obtain a first analysis result, and obtaining a comprehensive evaluation quantity according to the first analysis result; The first analysis result includes first compensation quantity, second compensation quantity and third compensation quantity. 2.The edge computing based road construction carbon emission evaluation method of claim 1, wherein: The terrain includes flat, large undulation and ridge valley mountain, and the difficulty category includes simple, medium and difficult; The lithology includes first grade rock mass, second grade rock mass, third grade rock mass, fourth grade rock mass and fifth grade rock mass, wherein the lithology is divided by engineering rock mass classification standard, and the division basis is the bearing capacity of bedrock, and the first grade rock mass, the second grade rock mass, the third grade rock mass, the fourth grade rock mass and the fifth grade rock mass represent the lithology state from good to bad; The hydrological condition includes first grade hydrological condition, second grade hydrological condition and third grade hydrological condition, and the hydrological condition is divided by the number of aquifer, wherein the first grade hydrological condition, the second grade hydrological condition and the third grade hydrological condition represent the hydrological condition from good to bad; The historical transportation distance is represented as the distance of any kind of material transported by the corresponding vehicle model to the historical road construction area, the historical material weight is represented as the weight of different kinds of construction materials, and the historical transportation vehicle quantity corresponds to the historical transportation model; The historical construction equipment model is represented as the model of each equipment used for road construction, the historical construction equipment quantity corresponds to the historical construction equipment model, the historical life electricity consumption is represented as the total amount of residential life electricity consumption of construction workers, and the historical construction time length corresponds to the historical construction equipment model. 3.The edge computing based road construction carbon emission evaluation method of claim 2, wherein: The terrain division method comprises: Obtaining historical construction slope, setting the first value, the second value and the third value as the slope threshold value, wherein the numerical order of the first value, the second value and the third value is from small to large, and the first value, the second value and the third value are all greater than or equal to 0 degrees and less than 90 degrees; Comparing the historical construction slope with the slope threshold value, when the historical construction slope is greater than or equal to 0 degrees and less than or equal to the first value, the terrain is divided into flat, when the historical construction slope is greater than the first value and less than or equal to the second value, the terrain is divided into large undulation, and when the historical construction slope is greater than the second value and less than 90 degrees, the terrain is divided into ridge valley mountain; The lithology division method comprises: When the bearing capacity of the bedrock is greater than 7, the rock property is set as a first-class rock mass; when the bearing capacity of the bedrock is greater than 4 and less than or equal to 7, the rock property is set as a second-class rock mass; when the bearing capacity of the bedrock is greater than 2 and less than or equal to 4, the rock property is set as a third-class rock mass; when the bearing capacity of the bedrock is greater than 0.5 and less than or equal to 2, the rock property is set as a fourth-class rock mass; and when the bearing capacity of the bedrock is greater than 0 and less than or equal to 0.5, the rock property is set as a fifth-class rock mass; The method for dividing the hydrological conditions comprises: obtaining the number of water-bearing layers; when the number of water-bearing layers is greater than 3, the hydrological condition is set as a first-class hydrological condition; when the number of water-bearing layers is greater than or equal to 2 and less than or equal to 3, the hydrological condition is set as a second-class hydrological condition; and when the number of water-bearing layers is greater than or equal to 0 and less than 2, the hydrological condition is set as a third-class hydrological condition. 4.The edge computing based road construction carbon emission evaluation method of claim 2, wherein: The method for dividing the difficulty categories according to the historical construction geological conditions comprises: when the terrain is flat, the rock property is a first-class rock mass or a second-class rock mass, and the hydrological condition is a first-class hydrological condition, the difficulty category is set as simple; when the terrain is undulating, the rock property is a third-class rock mass or a fourth-class rock mass, and the hydrological condition is a second-class hydrological condition, the difficulty category is set as medium; when the terrain is a ridge-valley mountainous area, the rock property is a fifth-class rock mass, and the hydrological condition is a third-class hydrological condition, the difficulty category is set as difficult. 5.The edge computing based road construction carbon emission evaluation method of claim 1, wherein: The method for constructing the first corresponding relationship according to the historical data comprises: obtaining historical road areas, historical transportation data and historical construction data corresponding to any difficulty category; matching first and second carbon emission factors according to historical material names and historical transportation vehicle models, wherein the first and second carbon emission factors respectively represent volumes of carbon dioxide converted by unit weight of the material name and volumes of carbon dioxide converted by unit distance of the vehicle model, and the first and second carbon emission factors are obtained by the IPCC carbon emission factor method; matching third and fourth carbon emission factors according to historical construction equipment models and historical life electricity consumption, wherein the third and fourth carbon emission factors respectively represent volumes of carbon dioxide converted by unit time length of the construction equipment model and volumes of carbon dioxide converted by unit electricity consumption, and the third and fourth carbon emission factors are obtained by the IPCC carbon emission factor method; calculating a first product of the first carbon emission factor and historical material weight; calculating a product of the second carbon emission factor and historical transportation distance, and calculating a second product of the product of the second carbon emission factor and the historical transportation distance and the corresponding historical transportation vehicle quantity; calculating a product of the third carbon emission factor and historical construction time length, and calculating a third product of the product of the third carbon emission factor and the historical construction time length and the historical construction equipment quantity; calculating a fourth product of the fourth carbon emission factor and historical life electricity consumption; iterating through each historical material name to obtain a first product of each historical material name, weighting the first products to obtain a first sum, iterating through each historical transportation vehicle model to obtain a second product of each historical transportation vehicle model, weighting the second products to obtain a second sum, and iterating through each historical construction equipment model to obtain a third product of each historical construction equipment model, weighting the third products to obtain a third sum; and calculating a first sum of the first products of the historical material names, a second sum of the second products of the historical transportation vehicle models, and a third sum of the third products of the historical construction equipment models. The first sum value, the second sum value, the third sum value and the fourth sum value are calculated, and the sum value is recorded as a historical carbon emission; A historical road area corresponding to the historical carbon emission is obtained, a first ratio of the historical carbon emission and the corresponding historical road area is calculated, each historical road area is traversed, a first average value of the first ratio corresponding to each historical road area is calculated, and a first correspondence between the first average value and the difficulty category is constructed; Each difficulty category is traversed to obtain the first correspondence corresponding to each difficulty category; The current difficulty category and the current road area are obtained, the first correspondence corresponding to the current difficulty category is called, the first average value is obtained through the first correspondence, the product of the first average value and the current road area is calculated, and the product of the first average value and the current road area is recorded as a current carbon emission. 6.The edge computing based road construction carbon emission evaluation method of claim 1, wherein: The current vehicle efficiency is represented as the ratio of the output power to the input power of the engine of any vehicle model, the current device efficiency is the ratio of the output power to the input power of the engine of any device model, and the current power transmission efficiency is represented as the ratio of the active power to the total power transmission.

7. The edge computing-based road construction carbon emission assessment method of claim 1, wherein: The setting method of the abnormal factor includes: The current vehicle efficiency is compared with the first efficiency, when the current vehicle efficiency is less than the first efficiency, the vehicle abnormal factor is added to the abnormal factor, and when the current vehicle efficiency is greater than or equal to the first efficiency, the vehicle abnormal factor is deleted; The current device efficiency is compared with the second efficiency, when the current device efficiency is less than the second efficiency, the device abnormal factor is added to the abnormal factor, and when the current device efficiency is greater than or equal to the second efficiency, the device abnormal factor is deleted; The current power transmission efficiency is compared with the third efficiency, when the current power transmission efficiency is less than the third efficiency, the power transmission abnormal factor is added to the abnormal factor, and when the current power transmission efficiency is greater than or equal to the third efficiency, the power transmission abnormal factor is deleted. 8.The edge computing based road construction carbon emission evaluation method of claim 7, wherein: The first analysis result is obtained by performing the first analysis on the abnormal factor, and the method of the first analysis includes: When the abnormal factor is a vehicle abnormal factor, the vehicle model corresponding to the current vehicle efficiency less than the first efficiency is obtained, the vehicle quantity corresponding to the vehicle model is obtained, recorded as a first current quantity, the average value of the historical transportation vehicle quantity corresponding to the vehicle model is calculated, the ratio of the first current quantity to the average value of the historical transportation vehicle quantity corresponding to the vehicle model is calculated, recorded as a first proportion, the product of the second product corresponding to the vehicle and the first proportion is calculated, the ratio of the product of the second product and the first proportion to the current vehicle efficiency is calculated, the product of the second product and the first proportion to the current vehicle efficiency is set as first abnormal data, the difference between the second sum value and the second product is calculated, and the sum value of the first abnormal data, the difference between the second sum value and the second product is calculated, recorded as a first compensation amount; When the abnormal factor is the equipment factor, a device model corresponding to a current equipment efficiency less than the second efficiency is obtained, and a device quantity corresponding to the device model is obtained, denoted as a second current quantity, an average value of historical construction equipment quantities corresponding to the device model is calculated, a ratio of the second current quantity to the average value of the historical construction equipment quantities corresponding to the device model is calculated, denoted as a second proportion, a product of a third product corresponding to the device and the second proportion is calculated, a ratio of the product of the third product and the second proportion to the current equipment efficiency is calculated, the ratio of the product of the third product and the second proportion to the current equipment efficiency is set as second abnormal data, a difference between the third sum value and the third product is calculated, and a sum value of the second abnormal data, the difference between the third sum value and the third product, and the third product is calculated, denoted as a second compensation quantity; When the abnormal factor is the power transmission factor, a ratio of the fourth product to the current power transmission efficiency is calculated, and the ratio of the fourth product to the current power transmission efficiency is set as the third compensation quantity. 9.The edge computing based road construction carbon emission evaluation method of claim 8, wherein: According to the first analysis result, a method for obtaining the comprehensive evaluation quantity comprises: calculating a sum value of the first sum value, the first compensation quantity, the second compensation quantity, and the third compensation quantity, and setting the sum value of the first sum value, the first compensation quantity, the second compensation quantity, and the third compensation quantity as the comprehensive evaluation quantity.

10. A road construction carbon emission evaluation system based on edge computing, the system being used to execute the road construction carbon emission evaluation method based on edge computing according to claim 1, characterized in that, The method comprises a screening module and a compensation module. The screening module constructs a first corresponding relationship according to historical data and screens an abnormal factor according to a current parameter. The compensation module performs first analysis on the abnormal factor to obtain a first analysis result, and obtains a comprehensive evaluation quantity according to the first analysis result.

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