Highway carbon emission-carbon sink-carbon asset whole life cycle collaborative management method and system

Abstract

The present application provides a kind of highway carbon emission-carbon sink-carbon asset whole life cycle collaborative management method and system, it is related to carbon emission management technical field.Covering each stage from planning design to decommissioning of expressway, three types of space-related independent accounting units are obtained by triple division coupling rules, the collaborative accounting and data linkage of carbon emission, carbon sink, green electricity emission reduction are realized, dynamic carbon flux calculation and profit and loss division are carried out, the market realization path of carbon asset is opened up, and the income is returned to the improvement of carbon emission reduction capacity, finally, a complete whole life cycle closed-loop management system is formed, the problems of traditional carbon control macro static estimation, mutual fragmentation of each accounting link, insufficient precision, lack of dynamic optimization mechanism are solved, adapt to the complex space and dynamic characteristics of highway carbon footprint, realize the collaborative fine accounting of carbon emission, carbon sink and green electricity emission reduction, and improve the precision of carbon control.

Description

Technical Field

[0001] This application relates to the field of carbon emission management technology, and in particular to a method and system for the coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks and carbon assets. Background Technology

[0002] Current practices in the full life-cycle carbon management of highways face systemic challenges. Traditional carbon management models generally employ macroscopic static estimation methods, failing to deeply adapt to the complex characteristics of highway carbon footprints. For example, they neglect the spatial heterogeneity of the geographical environment along highways, including the impact of terrain differences between mountainous and plain sections on carbon emissions, as well as emission fluctuations caused by real-time dynamic fluctuations in traffic flow. Simultaneously, the distribution differences of carbon sink resources, such as changes in the carbon sink capacity of slope greening and service area vegetation, are not effectively incorporated into the accounting framework. More critically, existing technologies lack a triple-coupling rule for carbon emission units, carbon sink units, and green energy emission reduction units, resulting in fragmented accounting processes, hindering data interoperability and result linkage, and making it difficult to achieve the refined management requirements of a spatial scale of hundreds of meters and a temporal resolution of hours. Regarding coordination mechanisms, the management links of carbon emissions, carbon sinks, and carbon assets are loosely connected, and the carbon flux calculation logic is incomplete, leading to inaccurate determination of unit carbon profit and loss status and making it difficult to support the dynamic optimization of the three. Emission reductions from distributed clean energy facilities, such as photovoltaic and wind power systems, are not accurately accounted for through dedicated units, resulting in a disconnect from carbon emission and carbon sink accounting systems. This leads to inefficient carbon asset development, unclear market monetization paths, and weakens the sustainable endogenous driving force for green and low-carbon highway construction. Furthermore, existing technological systems fail to cover the entire lifecycle from planning and design to decommissioning and disposal, focusing only on a single stage of construction or operation, resulting in incomplete carbon footprint accounting. Dynamic management capabilities are weak, lacking real-time update mechanisms and anomaly warning functions based on traffic flow, vegetation growth, and green energy operation data. Accounting standards are not tailored to the characteristics of highways, such as the specificities of slope greening and decentralized green energy facilities, resulting in inconsistent accounting factor values, incomparable results across different road sections, and complex operational procedures that hinder widespread application. These problems collectively constrain the accuracy and sustainability of carbon management.

[0003] To address the aforementioned issues, existing technologies urgently need improvement. Summary of the Invention

[0004] This application provides a method and system for the coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets. It can adapt to the complex spatial and dynamic characteristics of highway carbon footprint, realize the coordinated and refined accounting of carbon emissions, carbon sinks, and green electricity emission reduction, improve the accuracy of carbon management and control, open up the market-based monetization path of carbon assets, form a closed-loop management and control throughout the entire life cycle, and enhance the sustainability of green and low-carbon development of highways.

[0005] Firstly, the technical solution adopted in this application for a collaborative management method for the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets is as follows: A collaborative management method for the entire lifecycle of highway carbon emissions, carbon sinks, and carbon assets includes: Collect multi-source heterogeneous data from the entire life cycle of highways, from planning and design to decommissioning and disposal. After the data is standardized and processed, a unified data platform is built to achieve collaborative sharing of multi-source data. A triple partitioning and coupling rule is adopted to divide the entire highway area into three independent but spatially related refined spatial units: carbon emission units, carbon sink units, and green electricity emission reduction units. Using three types of refined spatial units as accounting carriers, carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting are carried out respectively, and an integrated carbon management and control dataset is formed after collaborative verification; The carbon flux of each unit is dynamically calculated based on the integrated dataset, an early warning mechanism for accounting anomalies is set up, and the carbon surplus and deficit status of the units is divided according to the carbon flux results. Components with carbon surplus status are selected, their net carbon sink volume over the entire life cycle is calculated and converted into standardized tradable carbon assets, and they are compliantly connected to the carbon trading market to realize their value. The funds from the realization of carbon assets will be specifically used for the upgrading of renewable energy facilities on highways and the cultivation of ecological carbon sinks along the roadside, thereby optimizing the overall carbon emission reduction and carbon sink capacity. Construct a real-time carbon control monitoring system, dynamically adjust spatial units, accounting parameters and emission reduction measures based on monitoring deviations, and establish a corresponding emergency response mechanism for sudden scenarios to form a closed-loop management system covering the entire life cycle of monitoring, early warning, adjustment, emergency response and review.

[0006] Optionally, the collected data includes basic engineering data, carbon emission data, carbon sink resource data, renewable energy operation data, operating condition dynamic data, and industry accounting standard data; Data standardization includes outlier removal, missing data completion, format standardization, logical verification, and full-process data traceability and archiving.

[0007] Optionally, the carbon emission unit may be divided into different unit sizes based on the complexity of the terrain; Carbon sink units are divided into strip greening units and patch greening units, and upper and lower limits are set for unit area. Green electricity emission reduction units are divided according to independent facilities, and adjacent similar facilities can be combined into one accounting unit.

[0008] Optionally, carbon emission accounting adopts a dual-track accounting model for the main road and its ancillary facilities, covering all stages of the entire life cycle; Carbon sequestration includes both vegetation carbon storage and soil organic carbon storage; green electricity emission reduction accounting covers energy substitution emission reductions from photovoltaic, wind power, and charging facilities.

[0009] Optionally, the calibration carbon flux calculation results can be updated quarterly, and multi-level early warnings can be set according to the degree of calculation deviation, with corresponding verification and rectification processes matched accordingly; Carbon source units, balance-of-income units, and carbon sink surplus units are divided according to the range of carbon flux values, and the judgment criteria can be flexibly adjusted according to the terrain and unit scale.

[0010] Optionally, a verification correction factor can be introduced to calculate the net total carbon amount by combining the characteristics of natural carbon sink depletion in the region, and the value of carbon assets can be quantified with reference to carbon trading market prices. After third-party verification and compliance, the assets can be registered and circulated in the national greenhouse gas voluntary emission reduction trading market.

[0011] Optionally, differentiated monitoring frequencies based on tiers and categories can be adopted, and dedicated emergency response procedures can be set up for monitoring equipment failures and extreme natural disasters. Carbon sink and carbon flux data can be retested and corrected afterward to continuously iterate and optimize carbon management strategies.

[0012] Secondly, this application also provides a collaborative management system for the entire lifecycle of highway carbon emissions, carbon sinks, and carbon assets, including: The data acquisition module is used to collect multi-source heterogeneous data throughout the entire life cycle of highway planning and design to decommissioning and disposal. After the data is regulated and processed, a unified data platform is built to realize the collaborative sharing of multi-source data. The coupling rule module is used to divide the entire highway area into three independent but spatially related fine spatial units: carbon emission units, carbon sink units, and green electricity emission reduction units, using a triple partitioning coupling rule. The accounting module is used to carry out carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting using three types of refined spatial units as accounting carriers, and form an integrated carbon management and control dataset after collaborative verification. The mechanism module is used to dynamically calculate the carbon flux of each unit based on the integrated dataset, set up an early warning mechanism for accounting anomalies, and classify the carbon surplus and deficit status of the units according to the carbon flux results. The value module is used to screen units with carbon surplus status, calculate the net carbon sink volume over the entire life cycle and convert it into standardized tradable carbon assets, and compliantly access the carbon trading market to realize value. The optimization module is used to allocate funds from the realization of carbon assets specifically for the upgrading of renewable energy facilities on highways and the cultivation of ecological carbon sinks in the roadside area, thereby optimizing the overall carbon emission reduction and carbon sink capacity. The system module is used to build a real-time carbon control monitoring system, dynamically adjust spatial units, accounting parameters and emission reduction measures according to monitoring deviations, and establish an emergency response mechanism for sudden scenarios to form a closed-loop management system covering the entire life cycle of monitoring, early warning, adjustment, emergency response and review.

[0013] Thirdly, this application provides a computer device, the device comprising: a memory and a processor, wherein the processor, when executing computer instructions stored in the memory, performs the method described above.

[0014] Fourthly, this application provides a computer-readable storage medium including instructions that, when executed on a computer, cause the computer to perform the method described above.

[0015] In summary, this application covers all stages of highway development from planning and design to decommissioning and disposal. Through a triple-division coupling rule, it obtains three types of spatially related independent accounting units, realizing the coordinated accounting and data linkage of carbon emissions, carbon sinks, and green energy emission reduction. It dynamically conducts carbon flux measurement and profit and loss allocation, opens up the path for the marketization of carbon assets, and uses the revenue to support the improvement of carbon emission reduction capabilities. Ultimately, it forms a complete closed-loop management and control system covering the entire life cycle. This solves the problems of traditional carbon management, such as macro-static estimation, fragmentation of various accounting links, insufficient accuracy, and lack of dynamic optimization mechanisms. It adapts to the complex spatial and dynamic characteristics of highway carbon footprint, realizes coordinated and refined accounting of carbon emissions, carbon sinks, and green energy emission reduction, and improves the accuracy of carbon management and control. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the computer device structure of the hardware operating environment involved in the embodiments of this application; Figure 2 This is a flowchart illustrating the first embodiment of the collaborative management method for the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets in this application; Figure 3 This is a structural block diagram of the first embodiment of the collaborative management and control system for the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets in this application. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0018] Reference Figure 1 , Figure 1 This is a schematic diagram of the computer device structure of the hardware operating environment involved in the embodiments of this application.

[0019] like Figure 1As shown, the computer device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen, an input unit such as a keyboard, and may also include standard wired or wireless interfaces. The network interface 1004 may optionally include standard wired or wireless interfaces (such as Wireless-Fidelity (Wi-Fi) interfaces). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk drive. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0020] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the computer device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0021] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a collaborative management and control program for the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets.

[0022] exist Figure 1 In the computer device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in this application can be set in the computer device. The computer device calls the highway carbon emission-carbon sink-carbon asset full life cycle collaborative management program stored in the memory 1005 through the processor 1001, and executes the highway carbon emission-carbon sink-carbon asset full life cycle collaborative management method provided in the embodiment of this application.

[0023] Traditional carbon management practices for highways face numerous industry-wide challenges when managing the entire lifecycle. Existing carbon management models often employ macroscopic static estimations, failing to adequately consider the spatial heterogeneity of the geographical environment along highways, the real-time dynamic fluctuations of traffic flow, and the differences in the distribution of carbon sink resources. This leads to a disconnect between carbon emission, carbon sink, and renewable energy emission reduction accounting, resulting in low accuracy. Furthermore, the lack of a coordinated management mechanism for "carbon emissions-carbon sinks-carbon assets" results in incomplete carbon flux calculations and difficulty in accurately determining the carbon profitability of individual units. Distributed clean energy emission reductions are not coordinated with the carbon management system, leading to low efficiency in carbon asset development and difficulties in market monetization. Current technologies lack a complete closed loop, have weak dynamic control capabilities, and struggle to cope with changes in operating conditions and data deviations.

[0024] To address this, this application provides a method for the coordinated management and control of the entire lifecycle of highway carbon emissions, carbon sinks, and carbon assets, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the collaborative management method for the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets in this application.

[0025] In this embodiment, the method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets includes the following steps: Step S10: Collect multi-source heterogeneous data from the entire life cycle of highway planning and design to decommissioning and disposal, and build a unified data platform after data normalization and processing to achieve collaborative sharing of multi-source data.

[0026] It should be noted that, for ease of understanding, some key terms in this embodiment are explained below: Multi-source heterogeneous data refers to various types of data collected from different sources and in different formats throughout the entire lifecycle of a highway, such as engineering construction drawings, traffic flow data, meteorological and environmental data, vegetation growth data, and energy consumption data. This data is characterized by diversity, complexity, and unstructured nature, and forms the basis for comprehensive carbon accounting.

[0027] A unified data platform is an integrated data management system designed to receive, store, process, and manage multi-source, heterogeneous data from various sources. Through data normalization and processing, the platform standardizes, cleans, and integrates data, thereby providing a collaborative and shared data foundation for subsequent carbon accounting and management.

[0028] The triple-division coupling rule is a strategy for finely dividing the entire highway area. This rule divides the highway region into three categories: carbon emission units, carbon sink units, and green energy emission reduction units. Each type of unit is spatially interconnected but functionally independent, aiming to achieve accurate identification and quantification of different types of carbon activities.

[0029] A carbon emission unit refers to the smallest spatial or functional entity within a highway area that generates carbon emissions, such as road surfaces, bridges, tunnels, and service area buildings. This unit is the basic carrier for carbon emission accounting.

[0030] A carbon sink unit refers to the smallest spatial or functional entity within a highway area that has the capacity to absorb carbon dioxide from the atmosphere, such as roadside green belts, slope vegetation, and artificial forests. This unit is the basic carrier for carbon sink accounting.

[0031] A green energy emission reduction unit refers to the smallest spatial or functional entity within a highway area that achieves carbon emission reduction through renewable energy power generation or application, such as photovoltaic power plants, wind turbines, and charging pile facilities. This unit is the basic carrier for calculating renewable energy emission reductions.

[0032] An integrated carbon management dataset refers to a comprehensive collection of data that, through collaborative verification and integration, includes carbon emission accounting results, carbon sink accounting results, and renewable energy emission reduction accounting results. This dataset provides unified and accurate data support for dynamically measuring carbon flux and determining the carbon profit and loss status of units.

[0033] Carbon flux refers to the net change in carbon input and output within a spatial unit over a specific time period. This value reflects the carbon balance of the unit and is a key indicator for assessing its role as a carbon source or sink.

[0034] Standardized tradable carbon assets refer to carbon emission rights or carbon reductions that have been calculated, certified, and comply with carbon trading market rules, and can be bought, sold, or offset. The formation of this asset aims to transform the net carbon sink value of highways into economic value.

[0035] Closed-loop management throughout the entire life cycle of a highway refers to the continuous optimization and management of carbon emissions and carbon sinks through monitoring, early warning, adjustment, emergency response, and review at every stage from planning and design, construction, operation and maintenance to decommissioning and disposal, forming a self-improving and dynamically adaptable complete management cycle.

[0036] It is understandable that the collected data includes basic engineering data, carbon emission data, carbon sink resource data, renewable energy operation data, dynamic operating data, and industry accounting standard data; data standardization and processing include outlier removal, missing data completion, format standardization, logical verification, and full-process data traceability and archiving.

[0037] In practice, the steps for multi-source heterogeneous data acquisition and collaborative processing include: Data collection scope: Basic data includes the coordinates of the highway red line, topography (plains, mountains, hills), road section length, number of lanes, design speed, service life, distribution of facilities (service areas, toll stations, tunnels, bridges, maintenance areas, photovoltaic power stations, etc.), road section number, and other basic information, which are used for spatial unit division and attribute labeling.

[0038] Carbon emission-related data: carbon emission-related data for the construction phase (construction ledger, material consumption, machinery shift records, transportation distance), operation phase (tunnel lighting / ventilation energy consumption, service area toll station energy consumption data, management vehicle fuel consumption, charging pile energy consumption), maintenance phase (maintenance frequency, maintenance workload, maintenance machinery operation records), and decommissioning phase (dismantling machinery operation records, waste material disposal ledger), covering all stages of the entire life cycle.

[0039] Carbon sequestration-related data include: roadside vegetation type (trees, shrubs, herbs), vegetation coverage, biomass density, litter thickness and bulk density; soil type (loam, sandy soil, clay), soil layer thickness, soil organic carbon content (SOCD), etc., for refined carbon sequestration accounting.

[0040] Renewable energy data: Data on annual power generation, operating time, and power generation efficiency of renewable energy sources such as photovoltaic power plants and wind power facilities are used to calculate renewable energy emission reductions.

[0041] Dynamic operating data: real-time traffic flow, vehicle type distribution, pollutant concentration in tunnels, vegetation growth dynamics, facility operation status, etc., are used for dynamic carbon flux calibration.

[0042] Supporting accounting data: national and industry-related standards, regional power grid carbon emission factors, materials and machinery carbon emission factors, carbon asset verification-related specifications, etc.

[0043] The steps involved in data collaborative processing include: Data cleaning: Remove outliers (such as energy consumption data deviation exceeding 10% or carbon sequestration data missing rate exceeding 5%) and duplicate data, and supplement missing data (using the mean or interpolation method of similar data) to ensure data authenticity and completeness.

[0044] Standardize the format: unify the data format, units and timestamps (carbon emission data is split by year / quarter / month, and carbon sink data is updated by quarter / year), establish data coding rules, and realize the association and matching of different types of data.

[0045] Reasonableness verification: Combining the actual situation of highway engineering with industry standards, conduct logical verification of the data (such as the matching of material consumption and engineering volume, and the correlation between energy consumption data and facility operating time), establish a data traceability mechanism, and ensure that the data is traceable and verifiable.

[0046] Unified Data View: Construct a unified data platform for carbon management and control of highways, integrate all collected data, realize "one-time collection, multiple reuse" of data, and provide data support for subsequent steps such as spatial unit division, carbon emission accounting, and carbon sink measurement.

[0047] By clearly collecting basic engineering data, carbon emission data, carbon sink resource data, renewable energy operation data, dynamic operating data, and industry accounting standard data, this embodiment ensures the comprehensiveness and relevance of the data required for carbon management throughout the entire life cycle of highways. Simultaneously, through refined data standardization processes such as outlier removal, missing data completion, format unification, logical verification, and full-process data traceability and archiving, the quality and consistency of multi-source heterogeneous data are effectively improved. This enables subsequent carbon emission units, carbon sink units, and green energy emission reduction units to obtain more accurate and reliable raw data support, thereby significantly improving the accuracy and reliability of carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting. This lays a solid foundation for the construction of an integrated carbon management dataset, and ultimately ensures the effectiveness of dynamic carbon flux measurement, carbon asset value realization, and closed-loop management strategy adjustments.

[0048] Step S20: Using a triple partitioning and coupling rule, the entire highway area is divided into three independent but spatially related refined spatial units: carbon emission units, carbon sink units, and green electricity emission reduction units.

[0049] It should be noted that the carbon emission unit is divided into different unit sizes based on the complexity of the terrain; the carbon sink unit is divided into strip greening unit and patch greening unit, and upper and lower limits are set for the unit area; the green electricity emission reduction unit is divided according to independent facilities, and adjacent similar facilities can be combined into one accounting unit.

[0050] In practical implementation, the refined spatial unit system based on the coupling of triple partitioning rules mainly includes: Carbon emission unit: As the core for the collection and management of carbon emissions, carbon sinks and carbon assets of highways, the carbon emission unit is a key carrier connecting the secondary and tertiary units with the overall accounting system. The division strictly follows the dual core principle of "terrain adaptation + management accuracy". The unit scale is adjusted quantitatively according to the complexity of the terrain to ensure a balance between accounting accuracy and work efficiency.

[0051] The classification principles and quantification formulas include: The length of a carbon emission unit is determined by the complexity of the terrain, and the core quantification formula is: in: The actual length (m) of a single road segment unit must be within the corresponding terrain range to ensure control accuracy, and the midpoint of the range should be taken first. The length of the benchmark road segment unit (m) is 1500m. The terrain adjustment coefficient, assigned based on terrain type, reflects the impact of terrain complexity on unit division. The coefficient value is determined through fitting a large amount of engineering measured data; the fitting formula is as follows: ( The coefficient represents the average elevation difference of the road section (in meters), ensuring that the coefficient is negatively correlated with the terrain complexity, thus conforming to actual engineering scenarios.

[0052] Specific division rules: Plains and hilly areas (elevation difference < 50m, slope < 5°): Unit length: 1500-2000m, recommended value 1800m; Topographic adjustment coefficient: ; Hilly areas (elevation difference 50-200m, terrain slope 5°-15°): Unit length: 800-1200m, recommended value 1000m; Terrain adjustment coefficient: ; Mountainous areas (elevation difference > 200m, slope > 15°): Unit length: 500-800m, recommended value 650m; Terrain adjustment coefficient: .

[0053] Carbon sink unit: The carbon sink unit is specifically designed for the precise measurement of vegetation carbon sinks and soil carbon sinks along the highway. It is divided along the highway red line (including the slopes and central median) and the surrounding usable green areas (within 50m outside the red line). It focuses on the accurate calculation of vegetation biomass and soil organic carbon to avoid carbon sink omissions and miscalculations. The division rules are determined by combining the accuracy requirements of carbon sink calculation with the quantitative determination of the workload of field surveys.

[0054] The classification principles and quantification formulas include: The length of a carbon sink unit is determined by the complexity of the terrain, and the core quantification formula is: in: Actual area (m²) of a single carbon sink unit; The minimum carbon sequestration unit area (m²) is set at 100m². Based on the actual situation of roadside greening, 100m² is the smallest unit that can be accurately calculated. Areas smaller than this are likely to lead to an error of >10% in vegetation biomass measurement. Vegetation coverage correction factor ( (This refers to vegetation coverage, in percentage). The higher the vegetation coverage, the larger the unit area can be, but the maximum should not exceed 500m², to avoid insufficient carbon sequestration accuracy due to excessively large areas (when the coverage is >80%, the maximum area is controlled at 400m²).

[0055] The specific division rules include: Unit types (classified by morphology, in line with the actual situation of roadside greening): Strip-shaped carbon sink units: mainly distributed on both sides of the main road and in the central median strip. They are long and narrow, with the width determined by the actual greening width (2-5m for slope greening and 1-3m for central median greening). The length is adapted to the road segment unit, generally 1 / 2 to 1 / 3 of the length of the road segment unit, to ensure precise association with the road segment unit. Patch-like carbon sink units: mainly distributed in service area green spaces, tunnel entrance green areas, and bridge surrounding green areas. They are irregular patches in shape, and their area is calculated based on the actual greening range. Independent patches are prioritized to avoid overlapping with other types of carbon sink units.

[0056] Unit scale (quantization control): Minimum area: ≥100m². When the green area is <100m², it should be merged into an adjacent carbon sink unit (preferably merged into the same type of unit) to avoid redundant accounting workload caused by the unit being too small. Maximum area: ≤500m². When the green area is >500m², the units are divided according to vegetation type and soil type to ensure the consistency of vegetation type and soil parameters within the same unit (vegetation type similarity ≥80%, soil texture difference ≤10%), thereby improving the accuracy of carbon sequestration accounting.

[0057] Green electricity emission reduction unit: For scattered renewable energy facilities (such as photovoltaic power stations, wind power facilities, charging piles, etc.) along highways, they are precisely divided according to "facility type + location" and used as independent collection units for renewable energy emission reduction data to ensure the relevance and completeness of emission reduction data collection. The division rules are formulated in combination with the distribution characteristics of facilities and the accuracy requirements of data collection.

[0058] The principles and quantitative basis for classification include: Point-based data collection uses a single renewable energy facility as the smallest unit, and the division follows the principle of "one facility, one unit." The core quantitative basis is: Facility spacing: When the distance between two similar renewable energy facilities is less than 50m, they can be combined into one data collection unit (such as a group of charging piles centrally arranged in the service area). After merging, the number of facilities and total power should be specified to ensure the accuracy of emission reduction data calculation. Facility scale: Individual photovoltaic power stations and wind power facilities are divided into independent units, while charging piles are divided into "pile groups" (each group consists of 10-15 charging piles). The division threshold is determined based on data acquisition efficiency to avoid data acquisition redundancy caused by too many units, while ensuring the consistency of facility operating parameters within a single unit (power deviation ≤10%).

[0059] The specific division rules include: Facility type coverage: It covers all renewable energy facilities along the highway, mainly including: photovoltaic power stations (rooftop and slope photovoltaics in service areas), wind power facilities (wind power in mountainous road sections), charging piles (charging piles in service areas and toll stations), solar thermal utilization facilities, etc., ensuring no omissions; Location division: Divide according to the actual geographical location of the facility, and use the coordinates (latitude and longitude, accurate to the second) of the facility's center point as the unit location identifier, clearly define the mileage marker of the facility, and ensure accurate association with the road segment unit; Special case: For road sections without renewable energy facilities, the renewable energy emission reduction of the corresponding facilities is taken as 0. When summarizing the data, it is clearly marked as "no point collection object" to avoid calculation errors caused by missing data.

[0060] Spatial unit encoding rules include: All unit codes are 12 digits long, with a uniform format of "XX-XXXX-XXXXXX" (the first two digits are the unit type code, the third to sixth digits are the road segment number, the seventh to ninth digits are the unit sequence number, and the tenth to twelfth digits are the driving direction). The core coding rules are as follows: each type of unit code is independent yet related, ensuring clear and traceable spatial correspondence. The overall coding follows the logic of "unit type + road segment information + exclusive identifier," which facilitates quick identification of unit type, affiliation, and core attributes, and supports the collaborative aggregation of three-dimensional unit data.

[0061] Through the above technical solutions, this embodiment fully considers the characteristics and actual needs of different types of units when dividing the entire highway spatial area into units. For carbon emission units, the unit scale is differentiated according to the complexity of the terrain, enabling carbon emission accounting to more accurately reflect the actual situation of different road sections and avoiding accounting bias caused by a "one-size-fits-all" approach. For carbon sink units, they are subdivided into strip-shaped greening units and patch-shaped greening units, supplemented by upper and lower area constraints, ensuring the scientific nature and representativeness of carbon sink accounting for different forms of greening, effectively improving the accuracy of carbon sink assessment. Furthermore, the division of green energy emission reduction units takes into account both the accurate accounting of independent facilities and the combined management of adjacent similar facilities, significantly improving the efficiency of data management and accounting while ensuring the accuracy of emission reduction accounting. Overall, this refined and differentiated spatial unit division strategy provides a more solid and accurate foundation for subsequent carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting, thereby significantly improving the refinement level and overall efficiency of the coordinated management of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets, and laying the foundation for achieving precise carbon management and carbon asset value realization.

[0062] Step S30: Using three types of refined spatial units as accounting carriers, carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting are carried out respectively, and an integrated carbon management and control dataset is formed after collaborative verification.

[0063] It should be noted that carbon emission accounting adopts a dual-track accounting model for the main road and its ancillary facilities, covering all stages of the entire life cycle; carbon sink accounting includes both vegetation carbon storage and soil organic carbon storage accounting; and green electricity emission reduction accounting covers the emission reduction from energy substitution by photovoltaic, wind power, and charging facilities.

[0064] In practical implementation, the refined spatial unit full lifecycle collaborative accounting based on triple partitioning rule coupling includes: Using carbon emission units, carbon sink units, and green electricity emission reduction units as core carriers, and relying on the multi-source data processed in step 1, an integrated collaborative accounting system for "carbon emission-carbon sink-green electricity emission reduction" is constructed to achieve accurate accounting across the entire life cycle and all elements. The accounting of the three types of units is interconnected and the results are shared, ensuring that the accounting data can be collaboratively summarized. The specific accounting process and methods are as follows: Carbon emission accounting for the entire life cycle of a carbon emission unit: The carbon emissions accounting adopts a "dual-track" framework, dividing the carbon emissions of the entire highway system into two independent yet interconnected accounting systems: Highway segment system: Highway carbon emission accounting covers the entire life cycle of ordinary road segments and special scenarios (tunnels, bridges), adopting a "phased and type-based" accounting approach. It mainly includes carbon emissions from infrastructure such as roadbeds, pavements, bridges, and tunnels throughout their construction, operation, maintenance, and demolition life cycles, as well as carbon emissions generated by management vehicles and maintenance operations. The carbon emission sources in this system are characterized by linear distribution and strong continuity.

[0065] Service area system: This mainly includes carbon emissions from roadside facilities such as service areas, toll stations, and maintenance depots during operation, including carbon emissions from building energy consumption, catering services, vehicle charging, and wastewater treatment facilities. The carbon emission sources in this system are characterized by point-like distribution and high concentration.

[0066] The two systems differ significantly in calculation methods, data sources, and carbon emission sources, necessitating the development of separate accounting rules. Furthermore, to ensure the completeness of the accounting, carbon emissions from units not assigned to service areas or special scenarios will be recorded as zero.

[0067] Carbon emission accounting for individual highway sections includes: 1) Carbon emission accounting for ordinary road sections Ordinary road sections mainly include infrastructure such as roadbed and pavement, and carbon emission sources are linearly distributed and highly continuous.

[0068] Carbon emissions accounting for highway sections uses the emission factor method. The basic calculation formula is: in, Total carbon emissions For the first Activity level data for different types of activities This represents the corresponding carbon emission factor. The carbon emissions of the highway system cover the entire life cycle of the main road, including material physicalization, mechanical construction, material transportation, temporary facilities, operational energy consumption, maintenance operations, and decommissioning and dismantling. The total emissions are calculated using the following formula: ① Construction phase ( The core carbon emission sources include four main categories: material physicalization, mechanical construction, material transportation, and temporary facilities. These constitute the main components of carbon emissions throughout the entire life cycle of ordinary road sections.

[0069] Material physicochemical carbon emissions: These refer to the carbon emissions during the production of major building materials such as cement, steel, asphalt, and concrete. The calculation formula is as follows: in, For the first The consumption of various materials is derived from the bill of quantities for construction work. For the first Carbon emission factors of similar materials.

[0070] Carbon emissions from mechanical construction: Carbon emissions from mechanical construction refer to the direct carbon emissions generated by the operation of construction machinery. The calculation formula is as follows: in, For the first Rated power of various construction machinery; The working time is the value obtained from the construction machinery shift records; The carbon emission factor is determined by reference to relevant standards for the carbon emission factor of major construction machinery.

[0071] Carbon emissions from material transportation: refers to the carbon emissions during the transportation of materials from the production site to the construction site. The calculation formula is as follows: in, For the first The amount of various materials transported For transportation distance, This refers to the carbon emission factor corresponding to the mode of transportation.

[0072] Carbon emissions from temporary facilities: refers to the carbon emissions from temporary projects such as prefabrication plants, mixing plants, and steel processing plants. The carbon emissions generated by materials and machinery used in the construction of temporary facilities are calculated using the same methods as those used for mechanical construction and material physicochemical carbon emissions. The calculation formula is as follows: in, For the physical carbon emissions of temporary facility materials, Carbon emissions from the mechanical construction of temporary facilities.

[0073] Total carbon emissions during the construction phase: ② Operational phase ( Carbon emission sources are relatively concentrated, mainly including the energy consumption of electromechanical facilities such as monitoring, toll collection, and communication, and the fuel consumption of management vehicles. The calculation formula is as follows: Among them, managing vehicle carbon emissions: , This refers to the vehicle's annual fuel consumption. It is a carbon emission factor for fuel.

[0074] Energy consumption and carbon emissions of electromechanical facilities: , For equipment power, For runtime, This represents the average carbon emission factor of the power grid.

[0075] ③ Maintenance stage ( Referring to the construction phase accounting method, and adjusting parameters based on maintenance frequency and workload, the calculation mainly includes the physical and chemical emissions of maintenance materials (asphalt, cement, etc.) and their transportation carbon emissions, as well as the carbon emissions from maintenance machinery operations. It covers processes such as pavement repair and subgrade protection. The calculation formula is as follows: in, The carbon emissions are categorized into physical and chemical components of maintenance materials, transportation, and mechanical operations. The carbon emission factors are implemented in accordance with the standards for the construction phase.

[0076] ④ Demolition stage ( This includes carbon emissions from demolition machinery operations, transportation of demolished materials, and disposal of waste materials. Recycling of waste materials can reduce carbon emissions according to corresponding standards (some material recycling can generate negative emissions). The calculation formula is as follows: in, These are carbon emissions from dismantling machinery, transportation of dismantled materials, and disposal of waste materials.

[0077] 2) Carbon emission accounting for special scenarios Special scenarios, as key areas for carbon emission reduction on highways, exhibit significantly different carbon emission characteristics compared to ordinary road sections. Therefore, it is necessary to develop separate, differentiated accounting rules covering the entire lifecycle, with accounting errors controlled within [specific limits]. Within this range, data sources should prioritize construction ledgers, operation monitoring records, and maintenance logs.

[0078] ① Tunnel carbon emission accounting The core carbon emission sources are energy consumption from lighting and ventilation systems, and their full life-cycle accounting is as follows: Construction phase: in, Excavation generates carbon emissions: mechanical operations such as excavators and tunnel boring machines; Carbon emissions from tunnel lining: The physical and chemical composition and transportation of materials such as concrete and steel are calculated based on the tunnel cross-sectional area and length. Carbon emissions from temporary facilities: carbon emissions from energy consumption of temporary ventilation and lighting equipment.

[0079] Operational phase: in, To manage vehicle carbon emissions; For lighting systems: Operating hours are calculated differently based on daytime / nighttime and weekday / holiday periods, with carbon emissions at the inlet section accounting for 50%-80%. For ventilation system: The operating time is automatically adjusted according to the concentration of pollutants inside the tunnel.

[0080] Maintenance phase: Demolition phase: Referring to the demolition calculation of ordinary road sections, the carbon emissions of tunnel boring machine demolition and concrete block disposal are given special consideration.

[0081] ② Bridge carbon emission accounting The three-level accounting model of "unit process-component-part" is adopted, and the full life cycle accounting is as follows: Construction phase: Among them, carbon emissions from component production ( (Bridge beams, piers, steel cables, etc.; steel cable coefficient 2.52tCO2e / t; prestressed concrete components 0.32tCO2e / m) 3 ; Carbon emissions from component transportation Based on weight and transportation distance, the factor for large components can be increased by 10%-20%; Carbon emissions from component installation ( ): Operations such as cranes and bridge erecting machines; Carbon emissions from foundation construction ( ): Mechanical operations and material physicochemical properties of pile foundations and foundation pit excavation.

[0082] Operational phase: Among them, the energy consumption of the monitoring system ( Power consumption of equipment such as strain sensors and displacement sensors; Energy consumption of bridge deck maintenance equipment ( Carbon emissions from cleaning and drainage equipment operations; Managing vehicle fuel consumption ( ): Same as the accounting for the operation phase of ordinary road sections.

[0083] Maintenance phase: in, This will increase carbon emissions from the new anti-corrosion treatment.

[0084] Demolition phase: Referring to ordinary road sections, the focus is on calculating the disposal of steel and concrete components, as the recycling of steel components can generate negative emissions.

[0085] Carbon emission accounting for service areas includes: Carbon emissions from service areas cover ancillary facilities along the route, such as service areas, toll stations, and maintenance work areas. The carbon emission sources are distributed in a point-like manner and are highly concentrated. The accounting covers the three stages of construction, operation, and decommissioning, and the emission factor method is used for accounting.

[0086] Total emissions formula: The specific accounting for each stage is as follows: ① Construction phase ( This mainly includes carbon emissions related to building construction and ancillary facility construction, covering three major categories: building material physicals, construction machinery operations, and material transportation. Referring to the accounting logic for highway construction, the focus is on calculating the carbon emissions of wall materials, tiles, and other service area-specific building materials. The calculation formula is as follows: Among them, the physical carbon emissions of building materials ( ): Covers the materials required for the main building structure (concrete, steel, wall materials) and ancillary facilities (charging piles, parking lots); Carbon emissions from construction machinery operations ( ): Construction machinery such as tower cranes and mixers, with factors referring to relevant construction standards; Carbon emissions from material transportation ): The calculation of material transportation for the same highway section is based on the distance from the material production site to the construction site of the service area.

[0087] ② Operational Phase: The core phase, encompassing both direct and indirect carbon emissions, is the primary source of carbon emissions for the service area. The specific calculation formula is as follows: Carbon emissions are divided into two categories: direct and indirect. Direct carbon emissions: Carbon emissions from fuel consumption ): This includes fuel for official vehicles and maintenance vehicles, as well as fuel losses at gas stations (calculated at 0.3% of the total fuel consumption). Carbon emissions from food service ): It covers energy consumption of catering equipment, food transportation, and disposal of kitchen waste.

[0088] Indirect carbon emissions: Building energy consumption carbon emissions ): This covers HVAC, lighting, charging piles, office equipment, etc. If the charging piles use photovoltaic power, the emission reduction of renewable energy must be deducted. Carbon emissions from greening maintenance ( ): This includes maintenance machinery operations and fertilizer application.

[0089] ③ Retirement stage ( Referring to the accounting methods for highway demolition, the carbon emissions generated from building demolition, ancillary facility demolition, and waste material disposal are calculated using the following formula: Referring to the accounting for highway demolition, the focus is on accounting for carbon emissions from the demolition and disposal of building materials and equipment, while the recycling of waste materials can reduce carbon emissions.

[0090] Carbon emissions summation and correction, including: The carbon emissions throughout the entire life cycle of highway sections, service areas, and special scenarios (tunnels, bridges) are aggregated to the corresponding road segment units according to spatial affiliation. If a road segment unit does not include a service area or special scenario, the carbon emissions of the corresponding system are set to 0, thus obtaining the total carbon emissions of the road segment unit. The calculation formula is: in: Carbon emissions from the highway system within a road segment unit; Carbon emissions from the service area system within a road segment unit (0 if there are no service areas); Carbon emissions from tunnels within a road segment unit (0 if there are no tunnels); Carbon emissions from bridges within a road segment unit (0 if there are no bridges).

[0091] To improve the accuracy of the calculation, a correction factor is adopted. Correct the summarized results. The value is determined by considering both data acquisition accuracy and calculation error, and ranges from 0.95 to 1.05. Higher data acquisition accuracy results in higher accuracy. The closer it is to 1.0. The total carbon emissions of the revised road segment unit are: Carbon sequestration accounting for the entire life cycle of a carbon sink unit includes: For each spatial unit, the focus is on calculating carbon sequestration in roadside vegetation and soil, with the calculation specifically targeting carbon sequestration in roadside vegetation and soil.

[0092] Vegetation carbon storage accounting (static accounting): ① Tree carbon storage: Tree height and diameter at breast height (DBH) of trees in the sample plot were measured using the per-tree measurement method. The biomass per tree was estimated using the biomass equation method, and then the carbon storage was calculated based on the carbon content. The formula is: in: Tree carbon reserves (unit: tC); : No. The biomass per tree (unit: t) was estimated by combining the biomass equation method with the measured data of the sample plot; : No. The number of trees (unit: trees) is derived from the tree sample plot survey log within the spatial unit; : No. Carbon content of a tree species.

[0093] ②Shrub carbon storage: For shrubs with well-defined branching, the biomass per plant is calculated using the biomass equation method, combined with the carbon content calculation; for shrubs with indistinct branching, biomass is calculated using the measured crown width and quadrat projected area of ​​standard plants, using the following formula: in: : Shrub carbon storage (unit: tC); : No. The biomass of a single shrub (unit: t) was calculated using the biomass equation method for shrubs with well-defined branches, and calculated using measured data from standard plants for shrubs with indistinct branches. : No. The number of shrubs planted (unit: plants) is taken from the shrub sample plot survey log within the unit; : No. The carbon content of the shrubs is 0.45 by default.

[0094] ③ Herbaceous carbon reserves: Calculated by collecting the dry weight of the aboveground parts of the herbaceous plants using the sampling method, combined with the carbon content (default value 0.4), using the following formula: in: Herbaceous carbon reserves (unit: tC); Herbaceous biomass per unit area (unit: t / m²) 2 The value was calculated by converting the actual dry weight of the sample plots. Carbon content of herbs (default value 0.4), which can be adjusted according to the actual measurement of herb types within the unit; Vegetation coverage area of ​​this unit (unit: m²) 2 The size of the spatial unit grid and the actual vegetation cover are calculated and determined.

[0095] ④ Carbon storage in litter: Collect all litter in the sample plot (excluding gravel and soil clods), determine the dry weight, and calculate the carbon content (default value 0.37) using the following formula: in: Carbon reserves in litter (unit: tC); Litter biomass per unit area (unit: t / m²) 2 The value was calculated by converting the actual dry weight of the sample plots. Carbon content of litter (default value 0.37); Vegetation coverage area of ​​this unit (unit: m²) 2 ), which is consistent with the value of S in herbaceous carbon reserves.

[0096] Soil carbon storage accounting includes: Soil sampling should be used, with a sampling depth of 1m (if the soil thickness is less than 1m, the actual measured thickness should be used). The soil carbon content and density should be determined, and the soil organic carbon storage should be calculated using the following formula: in: Soil organic carbon storage (unit: tC); Soil organic carbon storage per unit area (unit: t / m²) 2 SOCD is calculated based on soil carbon content, soil density, and sampling depth (SOCD = soil density × soil carbon content × sampling depth). Vegetation coverage area of ​​this unit (unit: m²) 2 ), and vegetation carbon storage The values ​​are consistent; : Soil sampling depth (unit: m). The conventional sampling depth is 1m. When the soil thickness is less than 1m, the actual measured thickness is taken. The value is obtained from the unit soil sampling record.

[0097] Total carbon sequestration per unit, including: Total carbon sequestration of each space unit It is the sum of vegetation carbon storage and soil carbon storage, that is: Unit conversion: Carbon reserves are uniformly converted to tCO2e, with the conversion standard 1tC = 3.67tCO2e.

[0098] The calculation of renewable energy emission reductions by green electricity emission reduction units includes: The emission reduction calculation for green electricity emission reduction units focuses on the emission reduction generated by renewable energy (photovoltaics, wind power, charging piles, etc.) replacing traditional fossil fuels. It adopts a method of "calculation by facility type and summation," combining facility operation data for precise calculation. The core calculation formula is: in, Annual renewable energy emission reduction (tCO2e) per green electricity emission reduction unit; : No. Annual emission reductions (tCO2e) of renewable energy facilities.

[0099] The specific calculation methods for emission reductions for each type of facility are as follows: Emission reduction accounting for photovoltaic facilities ( ),include: The emission reduction from photovoltaic (PV) facilities is the reduction in carbon emissions generated by replacing grid electricity, expressed by the following formula: in: The annual power generation of photovoltaic facilities (kWh) is taken from the facility operation ledger, deducting grid connection losses (generally deducted at 5%). The regional power grid average carbon emission factor (tCO2e / kWh) is consistent with the carbon emission accounting above and is updated annually. Accounting Notes: The emission reduction of photovoltaic facilities only accounts for the emission reduction portion of electricity that replaces traditional grid electricity, and does not double-count the emission reduction of new energy vehicles using photovoltaic power (the emission reduction of new energy vehicles has already been deducted in the carbon emission unit's traffic driving segment).

[0100] Emission reduction calculation for wind power facilities ( ),include: The calculation logic for emission reductions from wind power facilities is the same as that for photovoltaic facilities, and the formula is as follows: in: The annual power generation of wind power facilities (kWh) is taken from the facility operation ledger, deducting grid connection losses (generally deducted at 3%). The average carbon emission factor of the regional power grid is consistent with the calculation for photovoltaic projects.

[0101] Emission reduction calculation for charging pile facilities ( ),include: The emission reduction from charging infrastructure is the reduction in carbon emissions caused by charging new energy vehicles instead of fuel consumption, expressed by the formula: in: Annual charging volume (kWh) of charging piles is taken from the facility operation log. Fuel substitution carbon emission factor (tCO2e / kWh), calculated based on average fuel vehicle energy consumption, is 0.00085tCO2e / kWh (i.e., the carbon emissions corresponding to fuel that can be replaced by 1kWh of electricity). The regional power grid average carbon emission factor is used to calculate the carbon emissions corresponding to the electricity consumed by charging piles. The final emission reduction is the carbon emissions from replacing fuel oil minus the carbon emissions from the electricity generated by the power grid. Accounting Notes: If the charging station uses self-generated green electricity such as photovoltaic or wind power for charging, If the value is 0, the emission reduction is: .

[0102] Emission reduction accounting for other types of green energy facilities ( ） ,include: Other types of green energy facilities (such as small-scale hydropower and integrated photovoltaic-storage-charging facilities) are calculated according to their energy type using the corresponding accounting method, as shown in the formula: in: : Annual power generation or energy supply (kWh) of other types of green energy facilities; The carbon emission factor (tCO2e / kWh) of the energy source being replaced, such as small-scale hydropower replacing grid electricity, is taken as... Integrated photovoltaic, energy storage, and charging facilities are accounted for using the method of combining charging piles and photovoltaic facilities.

[0103] Summary of emission reductions throughout the lifecycle of green energy emission reduction units, including: Emission reduction over the entire life cycle of a single green energy emission reduction unit ( The formula is: (annual emission reduction) multiplied by the facility's operating life. in, The remaining years of green energy facility operation (generally 20-25 years) are considered as the emission reduction period. If the facility's operating life is shorter than the highway's entire lifespan, the emission reduction for the remaining years is set to 0. All green energy emission reduction units... After aggregation, the total renewable energy emission reduction of the entire highway throughout its entire life cycle is obtained, and the corresponding carbon emission unit is linked to achieve coordinated offsetting of emission reduction and carbon emission data.

[0104] The three-unit collaborative accounting summary includes: With carbon emission units as the core, and linking them with corresponding regional carbon sink units and green energy emission reduction units, the accounting results of these three entities are aggregated to form a unified data system of "carbon emission - carbon sink - green energy emission reduction" for each individual carbon emission unit. The aggregation formula is as follows: In the formula: : Total carbon emissions of a single carbon emission unit over its entire life cycle (tCO2e); The total carbon sequestration amount (tCO2e) of all carbon sequestration units over their entire life cycle, corresponding to a single carbon emission unit. This corresponds to the number of carbon sink units; The total life-cycle emission reduction (tCO2e) of a single carbon emission unit corresponding to all green energy emission reduction units. The corresponding number of green energy emission reduction units; : No. The total life-cycle carbon sequestration of each corresponding carbon sink unit; : No. The total life-cycle emission reduction of each corresponding green energy emission reduction unit.

[0105] Collaborative verification: After the data is aggregated, it is necessary to ensure that the spatial correspondence between carbon emission units, carbon sink units, and green electricity emission reduction units is accurate, with no omissions or duplicates. The aggregated data must be consistent with the independent accounting data of each unit, with a relative deviation of ≤±3%, so as to provide reliable collaborative data support for subsequent carbon flux calculation.

[0106] By employing a dual-track accounting model encompassing both the main highway structure and its ancillary facilities, covering all stages of the highway's lifecycle, this embodiment ensures comprehensive and detailed carbon emission accounting, avoiding the omission of any significant emission sources and thus improving the accuracy of carbon emission data. Simultaneously, incorporating vegetation carbon storage and soil organic carbon storage into carbon sink accounting significantly enhances the accuracy of assessing the total carbon sink capacity of the roadside ecosystem, more accurately reflecting the highway's carbon absorption potential. Furthermore, comprehensive coverage of energy substitution emission reduction calculations for photovoltaic, wind power, and charging facilities ensures the accurate quantification of the emission reduction contributions of all renewable energy sources. These detailed and comprehensive accounting methods significantly improve the quality of the integrated carbon management dataset, providing a solid and reliable data foundation for subsequent dynamic carbon flux measurement, carbon profit and loss status classification, carbon asset quantification, and carbon trading monetization. This effectively solves the problem of carbon footprint assessment bias caused by incomplete or imprecise accounting, significantly enhancing the scientific rigor and effectiveness of highway lifecycle carbon management.

[0107] Step S40: Dynamically calculate the carbon flux of each unit based on the integrated dataset, set up an early warning mechanism for accounting anomalies, and classify the carbon surplus / deficit status of the units according to the carbon flux results.

[0108] It should be noted that the carbon flux accounting results are updated and calibrated quarterly, and multi-level early warnings are set according to the degree of accounting deviation, with corresponding verification and rectification processes. Carbon source units, balance units, and carbon sink surplus units are divided according to the carbon flux value range, and the judgment criteria can be flexibly adjusted according to the terrain and unit scale.

[0109] In practice, the dynamic calculation of carbon flux and the determination of carbon profit and loss status include: Based on the results of the three-unit collaborative accounting in step S30, a dynamic carbon flux calculation model is constructed to achieve real-time updates of carbon flux, early warning of anomalies, and accurate determination of carbon profit and loss status. The core is to quantify the carbon balance status of the unit by the difference between carbon sink and "carbon emissions - green electricity emission reduction", providing a core basis for subsequent carbon asset conversion and dynamic regulation. The specific process and methods are as follows: Carbon flux is calculated using a single carbon emission unit as the core accounting unit, linked to the coordinated aggregated data of corresponding carbon sink units and green energy emission reduction units. It employs a "dynamic calculation + quarterly calibration" model, with the core calculation formula as follows: In the formula: The total life-cycle carbon flux (tCO2e) of a single carbon emission unit is the core indicator for determining carbon profitability. , , These are the total carbon sink, total carbon emissions, and total green electricity emission reduction for a single carbon emission unit, respectively, which are consistent with the results of the collaborative accounting in step S30.

[0110] Dynamic update mechanism: Carbon flux is updated quarterly, based on the following criteria: Dynamic changes in carbon emission data (such as traffic flow and facility energy consumption) during the quarterly operation phase of the carbon emission unit; Updates to the dynamic data on vegetation growth in carbon sink units (such as vegetation cover and biomass) within the quarter; Updates to renewable energy operation data (such as power generation and charging volume) of green electricity emission reduction units within the quarter.

[0111] The quarterly calibration formula is: In the formula: Carbon flux in the qth quarter (tCO2e); Carbon flux in the (q-1)th quarter (tCO2e); : Total increase in carbon sequestration in the qth quarter (tCO2e); : Total increase in carbon emissions in the qth quarter (tCO2e); Green electricity emission reductions in the qth quarter.

[0112] The carbon flux anomaly early warning mechanism includes: To ensure the accuracy of carbon flux calculations, a carbon flux anomaly early warning mechanism is established, with relative deviation as the core judgment indicator. The specific rules are as follows: Calculate the relative deviation between actual and theoretical quarterly carbon flux values: In the formula: The measured value of quarterly carbon flux (obtained in conjunction with monitoring data). This is the theoretical calculation value of quarterly carbon flux (calculated based on collaborative accounting data).

[0113] Warning threshold setting: ① Level 1 Warning (Minor Abnormality): This triggers a data verification alert, requiring verification of the collaborative accounting data for the corresponding quarter. ② Level II Warning (Moderate Abnormality): This triggers data re-verification, requiring a re-examination of the data collection, calculation process, and factor values. ③ Level 3 Warning (Severe Anomaly): This triggered an emergency response, suspending carbon flux updates and conducting a comprehensive review of data collection, unit division, and accounting methods. The data will be recalculated after rectification.

[0114] Early warning and response process: After an early warning is triggered, the warning information is pushed through the unified data platform for carbon management of highways. Technical personnel will complete the data verification and rectification. After the rectification is completed, the carbon flux will be recalculated to ensure that the carbon flux data is accurate and reliable.

[0115] Criteria for determining carbon profitability include: Based on carbon flux calculations, the carbon surplus / deficit status of individual carbon emission units is clarified, categorized into three types: carbon source units, carbon sink units, and carbon balance units. The criteria for determination are as follows: ① Carbon source unit: This means that the total carbon sink is significantly lower than the total carbon emissions minus the total green electricity emission reductions, with the difference exceeding [a certain percentage]. These units are key implementation units for carbon emission reduction, and priority should be given to developing emission reduction optimization measures; ② Carbon budget balance unit: This means that the total carbon sequestration is roughly equal to the total carbon emissions minus the total green electricity emission reductions, with the difference being within ± Within this scope, existing control measures should be maintained for such units, with regular monitoring as needed. ③ Carbon sink unit: This means that the total carbon sink is significantly higher than the total carbon emissions minus the total green electricity emission reductions, with the difference exceeding [a certain percentage]. These units are the core source units for carbon asset conversion, and carbon asset development should be given priority.

[0116] Additional notes: Judgment threshold (±) The carbon emission unit can be dynamically adjusted based on the carbon emission unit scale and terrain type. For example, the carbon emission unit in mountainous areas (smaller scale) can be adjusted to ± Plain carbon emission units (larger scale) can maintain ± After adjustment, the basis for the adjustment must be noted in the accounting explanation to ensure that the judgment criteria are consistent with the actual scenario.

[0117] Through the aforementioned technical solutions, this application significantly improves the accuracy, responsiveness, and adaptability of the coordinated management and control of the entire lifecycle of highway carbon emissions, carbon sinks, and carbon assets. Quarterly updates and calibration of carbon flux calculation results ensure that carbon data remains up-to-date and accurate, effectively resolving decision-making biases caused by data lag. Based on this, multi-level early warning systems are set according to the degree of calculation deviation, and corresponding verification and rectification processes are matched. This allows the system to respond to anomalies in carbon management in a tiered manner, addressing everything from minor data fluctuations to severe performance deviations in a timely and targeted manner, thereby preventing the expansion of potential risks. Simultaneously, the system refines the classification of units according to carbon flux value ranges and flexibly adjusts the judgment criteria based on terrain and unit scale, making the classification of carbon surplus / deficit status more consistent with reality. Especially in the complex and ever-changing highway environment, it can more accurately identify carbon sink surplus units with carbon asset development potential, as well as carbon source units requiring priority emission reduction. This refined, dynamic, and adaptive management approach not only provides a solid data foundation for the compliant monetization of carbon assets, but also provides precise guidance for optimizing the overall carbon emission reduction and carbon sink capacity of highways, ultimately building a more efficient and reliable carbon management system.

[0118] Step S50: Select units with a carbon surplus status, calculate the net carbon sink over the entire life cycle and convert it into standardized tradable carbon assets, and compliantly connect to the carbon trading market to realize value.

[0119] It should be noted that the quantitative conversion of carbon flux and carbon assets includes: Based on the carbon flux calculation results of step S40, the focus is on carbon sink units ( To establish a quantitative conversion mechanism for carbon flux and carbon assets, standardized carbon asset accounting will be completed through carbon asset verification coefficient correction and full life-cycle net carbon sink conversion, providing support for the market-based circulation of carbon assets and realizing the realization of carbon sink value. The specific process and methods are as follows: Total net carbon sequestration over its entire life cycle: The total net carbon sink over its entire life cycle is the sum of the carbon fluxes of all carbon sink units, minus potential carbon sink losses. The calculation formula is as follows: In the formula: The total net carbon sink (tCO2e) over the entire life cycle of highways is the basic data for carbon asset conversion; The total life-cycle carbon flux (tCO2e) of the k-th carbon sink unit is only statistically analyzed. Carbon sink units; The number of carbon sink units (carbon sink units in a carbon profit / loss state); Carbon asset verification coefficient (dimensionless), with a value range of 0.85-0.95, is determined by combining the characteristics of carbon sink loss on highways (such as vegetation withering and soil erosion) and the accounting error. It is 0.95 for plains, 0.85 for mountains, and 0.90 for hilly areas.

[0120] Verification Notes: The carbon asset verification coefficient must be reviewed and confirmed by a third-party carbon verification agency. The review basis includes carbon flux calculation reports, collaborative accounting data, monitoring records, etc., to ensure that the total net carbon sink is accurately calculated and meets the carbon trading market access standards.

[0121] Standardized carbon asset quantification and accounting includes: Standardized carbon assets refer to the total amount of carbon assets that can be directly accessed and traded in the domestic carbon trading market. Based on the total net carbon sink over its entire lifecycle and combined with the benchmark price in the carbon trading market, a quantitative calculation is completed using the following formula: In the formula: The total amount of standardized carbon assets (in ten thousand yuan) serves as the core basis for the market-based realization of carbon assets. Total net carbon sequestration over the entire life cycle (tCO2e); The benchmark price for the carbon trading market (RMB 10,000 / tCO2e) adopts the annual average price of the domestic carbon trading market. For example, the national average price of the carbon market is RMB 0.08 million / tCO2e, which can be dynamically updated according to market prices.

[0122] The net carbon aggregate is calculated by introducing a verification correction factor based on the natural depletion characteristics of regional carbon sinks, and the value of carbon assets is quantified with reference to carbon trading market prices. After third-party verification and compliance, the assets are registered and circulated in the national greenhouse gas voluntary emission reduction trading market.

[0123] Step S60: Use the funds from the realization of carbon assets specifically for upgrading renewable energy facilities on highways and cultivating ecological carbon sinks in the roadside areas, thereby optimizing the overall carbon emission reduction and carbon sink capacity.

[0124] It should be noted that the quantified standardized carbon assets will be connected to the national voluntary greenhouse gas emission reduction trading market, enabling the carbon assets to flow into the market and realize their value. The funds from this realization will then be used to support emission reduction efforts, ultimately achieving the carbon emission reduction target for the entire life cycle of highways. The specific process is as follows: Carbon assets entering the market: Standardized carbon assets should be registered by submitting a registration application to the relevant carbon trading registration system. The application materials should include carbon flux accounting reports, carbon asset quantification reports, monitoring records, etc. After registration is completed, the assets will be connected to the trading market to ensure that the carbon assets are compliant and tradable.

[0125] Value realization: The carbon assets are transferred through the trading market to realize their value (excluding subsequent details such as transaction pricing and delivery). The proceeds are used specifically for carbon emission reduction work on highways to ensure the targeted and efficient use of funds.

[0126] Emissions reduction implementation: The funds raised will be primarily used for work related to carbon emission reduction and carbon sink development on highways, focusing on two core directions: upgrading renewable energy facilities and cultivating ecological carbon sinks. This will further increase carbon sink capacity, increase renewable energy emission reductions, continuously optimize carbon flux across the entire highway network, and drive a sustained increase in net carbon sinks and a sustained decrease in net emissions, ultimately achieving the highway's full life-cycle carbon emission reduction targets, as detailed below: ① Fund usage direction: Clearly define the priority for investing the realized funds in two major areas to ensure precise allocation of funds: Upgrading renewable energy facilities: Expanding the scale of photovoltaic power plants, adding new charging pile clusters, optimizing the layout of wind-solar hybrid power supply facilities, increasing the annual power generation of renewable energy, and further increasing the emission reduction of renewable energy; Ecological carbon sink cultivation: Carry out slope vegetation replanting, central green belt expansion, and ecological restoration of borrow pits and spoil heaps to increase vegetation coverage and vegetation growth quality, optimize soil carbon sink cultivation measures, and further increase carbon sink volume.

[0127] ② Carbon flux increase calculation: The carbon flux increase is calculated using the formula after implementing the above emission reduction measures: in: Carbon flux increase (unit: tCO2e), a positive value indicates optimized carbon flux and improved carbon sink capacity; Carbon sequestration increase, which is the difference between the carbon sequestration amount after the implementation of the measures and the amount before implementation; : Incremental emission reduction of renewable energy (unit: tCO2e), which is the difference between the emission reduction of renewable energy after the implementation of the measures and before the implementation.

[0128] ③ Closed-loop management: Regularly monitor the effectiveness of emission reduction measures, update the carbon sink increase and renewable energy emission reduction increment every six months, calculate the carbon flux increase, and dynamically adjust emission reduction measures; at the same time, link the implementation of emission reduction measures and carbon flux optimization results with the carbon asset ledger to form a virtuous cycle of "carbon asset monetization - emission reduction investment - carbon flux optimization - carbon asset appreciation", and continuously promote the implementation of the carbon emission reduction target throughout the entire life cycle of highways.

[0129] Through the aforementioned technical solutions, this application effectively addresses the accuracy and compliance challenges faced by carbon sink assets in the quantification, valuation, and marketization processes. By introducing a verification correction coefficient incorporating the natural depletion characteristics of regional carbon sinks, a more accurate and conservative calculation of net carbon aggregates can be achieved, avoiding overestimation of carbon sinks due to natural factors, thereby enhancing the authenticity and credibility of carbon assets. Quantifying the value of carbon assets by referencing carbon trading market prices allows the ecological carbon sink benefits of highways to be directly converted into measurable economic value, realizing the market-based transformation of ecological value. More importantly, after third-party verification and compliance, these carbon assets are registered and traded in the national voluntary greenhouse gas emission reduction trading market, providing authoritative recognition and a broad trading platform, ensuring their legality, liquidity, and monetization capabilities. This not only provides a sustainable source of funding for the upgrading of renewable energy facilities and the cultivation of ecological carbon sinks along highways but also further improves the closed loop of carbon asset generation, evaluation, trading, and reinvestment within the full life-cycle collaborative management system, thereby significantly enhancing the overall economic and environmental benefits of carbon management.

[0130] Step S70: Construct a real-time carbon control monitoring system, dynamically adjust spatial units, accounting parameters and emission reduction measures based on monitoring deviations, and establish an emergency response mechanism for sudden scenarios to form a closed-loop management system covering the entire life cycle of monitoring, early warning, adjustment, emergency response and review.

[0131] It should be noted that a tiered and categorized approach to monitoring frequency is adopted, and dedicated emergency response procedures are set up for monitoring equipment failures and extreme natural disasters. Carbon sink and carbon flux data are retested and corrected afterward, and carbon management strategies are continuously iterated and optimized.

[0132] In practice, dynamic regulation and optimization throughout the entire lifecycle includes: To ensure accurate and controllable carbon management of highway spatial units throughout the entire process, promptly identify and resolve deviations in the accounting and monitoring processes, and respond to various abnormal scenarios, a deviation analysis, early warning, dynamic adjustment, and emergency management system will be established. This system will be integrated throughout the entire process to achieve closed-loop management of "monitoring-early warning-adjustment-emergency response-review," as detailed below: Dynamic monitoring system: A real-time monitoring platform for carbon control in highway spatial units will be established, integrating multiple methods such as the Internet of Things, remote sensing monitoring, and on-site measurements. The monitoring scope, frequency, content, and data management requirements will be clearly defined, and a complete data ledger will be established to provide data support for subsequent deviation analysis, early warning, and dynamic adjustments. Details are as follows: ① Monitoring scope: Covering all spatial units, focusing on monitoring core indicators related to carbon flux, carbon emissions, carbon sinks and renewable energy power generation, while also taking into account changes in unit operating conditions (such as construction progress, vegetation growth and facility operation status) to ensure no blind spots in monitoring.

[0133] ② Monitoring frequency: Implement hierarchical and classified monitoring to adapt to the management and control needs of different units and ensure that the monitoring data is accurate and efficient: (1) Routine monitoring: For ordinary physical units and ecological units, monthly monitoring is implemented, focusing on collecting basic data on carbon emissions and carbon sinks, and updating unit operating information in a timely manner; (2) Key monitoring: For renewable energy units, high emission units and ecologically sensitive units, weekly monitoring is implemented, focusing on monitoring changes in renewable energy power generation, carbon flux and vegetation growth status, and timely capturing data anomalies; (3) Emergency monitoring: For extreme weather, equipment failure, construction emergencies and other scenarios, real-time monitoring is implemented, data is collected and anomalies are recorded as soon as possible, and support is provided for emergency response.

[0134] ③ Monitoring Technology and Data Ledger: Real-time data collection and automatic uploading are achieved through Internet of Things (IoT) technologies (such as carbon emission sensors, vegetation growth monitoring equipment, and power generation metering equipment); monitoring data is supplemented and verified simultaneously through drone inspections and on-site measurements to ensure data authenticity and accuracy; a standardized data ledger is established to record monitoring data, monitoring time, monitoring method, and data verification results for each unit, and is linked to the spatial unit attribute database and carbon asset ledger to achieve full lifecycle traceability and queryability of monitoring data; the ledger data is regularly (monthly) organized and archived, and data missing or abnormal issues are investigated and corrected in a timely manner.

[0135] Multi-dimensional dynamic adjustment measures: In response to early warning triggering situations and changes in operating conditions, dynamic adjustment measures are formulated from three dimensions: unit division, accounting parameters, carbon assets, and emission reduction measures, to ensure accurate control and align with the relevant standards mentioned above, as detailed below: ① Dynamic adjustment of units: When changes in working conditions (such as the addition / removal of construction areas, large-scale withering of vegetation, expansion / removal of renewable energy facilities, etc.) cause a deviation δ≥10%, the classification and coding are updated, the unit boundaries are redefined, the unit classification and coding are updated, the spatial unit attribute database is updated synchronously, and boundary verification and data accounting are carried out again after adjustment to ensure that the unit division is consistent with the actual working conditions.

[0136] ② Dynamic parameter adjustment: Based on the actual monitoring data of each unit, deviation rectification requirements, and the latest industry standards, the core parameters are regularly updated to ensure that the parameters are consistent with actual operating conditions and industry specifications. After the parameters are updated, the carbon emissions, carbon sinks, or carbon flux of the corresponding unit must be recalculated, and the data ledger and accounting report must be updated simultaneously to ensure data accuracy.

[0137] ③ Asset and Emission Reduction Adjustments: If a Level II or higher warning is triggered, The value was adjusted to 0.92. (Regarding...) Unit, through formula (in, Develop targeted measures to reduce carbon emissions (unit: tCO2e).

[0138] Emergency Response to Abnormal Scenarios: To address potential anomalies during carbon management, such as equipment malfunctions, carbon asset verification failures, and extreme weather, a dedicated emergency response mechanism will be established, clearly defining emergency response procedures, timelines, and responsibilities to ensure rapid resolution of anomalies and minimize their impact on management efforts. The specifics are as follows: ① Monitoring equipment malfunction: When monitoring equipment for carbon emissions, carbon sinks, renewable energy power generation, etc. malfunctions (such as data interruption, excessive monitoring deviation, or equipment damage), backup equipment shall be activated within 24 hours to ensure uninterrupted monitoring. At the same time, professional technicians shall be arranged to investigate the cause of the malfunction and complete the equipment repair or replacement within 48 hours. After the repair is completed, the monitoring data before and after the malfunction shall be compared, abnormal data shall be corrected, and data continuity shall be ensured. The malfunction handling process shall be recorded in the emergency log.

[0139] ② Extreme Weather Emergency Response: After extreme weather events (such as rainstorms, typhoons, blizzards, high temperatures and droughts), immediately organize personnel to review changes in vegetation along the road section (such as vegetation withering, landslides leading to reduced vegetation cover) and soil carbon sequestration losses. Complete on-site measurements within 3 working days, adjust carbon sequestration calculation parameters, recalculate the carbon sequestration and carbon flux of the affected units, and update control measures in a timely manner to reduce the impact of extreme weather on carbon management.

[0140] Through the aforementioned technical solutions, this application effectively addresses the issues of insufficient data accuracy and strategy adaptability in carbon management systems under dynamic environments and unforeseen events. The adoption of tiered and categorized differentiated monitoring frequencies ensures that monitoring resources are precisely targeted to key areas and high-risk processes, significantly improving monitoring efficiency and the relevance of data acquisition, avoiding resource waste and monitoring blind spots caused by a "one-size-fits-all" approach. Dedicated emergency response procedures are established for monitoring equipment failures and extreme natural disasters, ensuring the continuity and integrity of data in unforeseen emergencies, greatly enhancing the system's resilience. Post-event retesting and correction of carbon sink and carbon flux data further guarantees the authenticity and reliability of the accounting results, providing a solid data foundation for subsequent carbon asset assessment and trading. Based on this, continuous iterative optimization of carbon management strategies enables the entire system to learn and adjust itself based on actual operational feedback and changes in the external environment, ensuring that carbon emission reduction and carbon sink cultivation measures are always in optimal condition. This significantly improves the refinement, intelligence, and sustainability of carbon management throughout the entire lifecycle of highways, ultimately achieving more efficient carbon asset value realization and optimized ecological benefits.

[0141] This embodiment covers all stages of highway development from planning and design to decommissioning and disposal. Through a triple-division coupling rule, it obtains three types of spatially related independent accounting units, realizing the coordinated accounting and data linkage of carbon emissions, carbon sinks, and green energy emission reduction. It dynamically conducts carbon flux measurement and profit and loss allocation, opens up the path for the marketization of carbon assets, and uses the proceeds to improve carbon emission reduction capabilities. Ultimately, it forms a complete closed-loop management system for the entire life cycle. This solves the problems of traditional carbon management, such as macro-static estimation, fragmentation of accounting links, insufficient accuracy, and lack of dynamic optimization mechanisms. It adapts to the complex spatial and dynamic characteristics of highway carbon footprint, realizes coordinated and refined accounting of carbon emissions, carbon sinks, and green energy emission reduction, and improves the accuracy of carbon management.

[0142] Furthermore, this application also proposes a computer-readable storage medium storing a program for the coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets. When the program for the coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets is executed by a processor, it implements the steps of the method for the coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets as described above.

[0143] Reference Figure 3 , Figure 3 This is a structural block diagram of the first embodiment of the highway carbon emission-carbon sink-carbon asset full life cycle collaborative management and control system of this application.

[0144] like Figure 3 As shown in the embodiments of this application, the highway carbon emission-carbon sink-carbon asset full life cycle collaborative management and control system includes: Data acquisition module 10 is used to collect multi-source heterogeneous data throughout the entire life cycle of highway planning and design to decommissioning and disposal. After the data is regulated and processed, a unified data platform is built to realize the collaborative sharing of multi-source data. The coupling rule module 20 is used to divide the entire highway area into three independent and spatially related refined spatial units: carbon emission unit, carbon sink unit, and green electricity emission reduction unit, using a triple partitioning coupling rule. The accounting module 30 is used to carry out carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting using three types of refined spatial units as accounting carriers, and form an integrated carbon management and control dataset after collaborative verification. Mechanism module 40 is used to dynamically calculate the carbon flux of each unit based on the integrated dataset, set up an early warning mechanism for accounting anomalies, and classify the carbon surplus and deficit status of the units according to the carbon flux results. Value Module 50 is used to screen units with carbon surplus status, calculate the net carbon sink volume over the entire life cycle and convert it into standardized tradable carbon assets, and compliantly access the carbon trading market to realize value. Optimization module 60 is used to specifically allocate carbon asset monetization funds for upgrading renewable energy facilities on highways and cultivating roadside ecological carbon sinks, thereby optimizing overall carbon emission reduction and carbon sink capabilities. System Module 70 is used to build a real-time carbon control monitoring system. It dynamically adjusts spatial units, accounting parameters and emission reduction measures based on monitoring deviations, and establishes an emergency response mechanism for sudden scenarios to form a closed-loop management system covering the entire life cycle of monitoring, early warning, adjustment, emergency response and review.

[0145] It should be understood that the above are merely illustrative examples and do not constitute any limitation on the technical solution of this application. In specific applications, those skilled in the art can make settings as needed, and this application does not impose any restrictions on this.

[0146] This embodiment covers all stages of highway development from planning and design to decommissioning and disposal. Through a triple-division coupling rule, it obtains three types of spatially related independent accounting units, realizing the coordinated accounting and data linkage of carbon emissions, carbon sinks, and green energy emission reduction. It dynamically conducts carbon flux measurement and profit and loss allocation, opens up the path for the marketization of carbon assets, and uses the proceeds to improve carbon emission reduction capabilities. Ultimately, it forms a complete closed-loop management system for the entire life cycle. This solves the problems of traditional carbon management, such as macro-static estimation, fragmentation of accounting links, insufficient accuracy, and lack of dynamic optimization mechanisms. It adapts to the complex spatial and dynamic characteristics of highway carbon footprint, realizes coordinated and refined accounting of carbon emissions, carbon sinks, and green energy emission reduction, and improves the accuracy of carbon management.

[0147] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this application. In practical applications, those skilled in the art can select some or all of it to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0148] In addition, for technical details not described in detail in this embodiment, please refer to the method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks and carbon assets provided in any embodiment of this application, which will not be repeated here.

[0149] Furthermore, it should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0150] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0151] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / RAM, magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application. The above are only preferred embodiments of this application and do not limit the patent scope of this application. All equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets, characterized in that, include: Collect multi-source heterogeneous data from the entire life cycle of highways, from planning and design to decommissioning and disposal. After the data is standardized and processed, a unified data platform is built to achieve collaborative sharing of multi-source data. A triple partitioning and coupling rule is adopted to divide the entire highway area into three independent but spatially related refined spatial units: carbon emission units, carbon sink units, and green electricity emission reduction units. Using three types of refined spatial units as accounting carriers, carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting are carried out respectively, and an integrated carbon management and control dataset is formed after collaborative verification; The carbon flux of each unit is dynamically calculated based on the integrated dataset, an early warning mechanism for accounting anomalies is set up, and the carbon surplus and deficit status of the units is divided according to the carbon flux results. Components with carbon surplus status are selected, their net carbon sink volume over the entire life cycle is calculated and converted into standardized tradable carbon assets, and they are compliantly connected to the carbon trading market to realize their value. The funds from the realization of carbon assets will be specifically used for the upgrading of renewable energy facilities on highways and the cultivation of ecological carbon sinks along the roadside, thereby optimizing the overall carbon emission reduction and carbon sink capacity. Construct a real-time carbon control monitoring system, dynamically adjust spatial units, accounting parameters and emission reduction measures based on monitoring deviations, and establish a corresponding emergency response mechanism for sudden scenarios to form a closed-loop management system covering the entire life cycle of monitoring, early warning, adjustment, emergency response and review.

2. The method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets according to claim 1, characterized in that: The collected data includes basic engineering data, carbon emission data, carbon sink resource data, renewable energy operation data, operating condition dynamic data, and industry accounting standard data; Data standardization includes outlier removal, missing data completion, format standardization, logical verification, and full-process data traceability and archiving.

3. The method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets according to claim 1, characterized in that: Carbon emission units are defined by differentiating their scale based on the complexity of the terrain; Carbon sink units are divided into strip greening units and patch greening units, and upper and lower limits are set for unit area. Green electricity emission reduction units are divided according to independent facilities, and adjacent similar facilities can be combined into one accounting unit.

4. The method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets according to claim 1, characterized in that: Carbon emission accounting adopts a dual-track accounting model for the main road and its ancillary facilities, covering all stages of the entire life cycle; Carbon sequestration includes both vegetation carbon storage and soil organic carbon storage; green electricity emission reduction accounting covers energy substitution emission reductions from photovoltaic, wind power, and charging facilities.

5. The method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets according to claim 1, characterized in that: The carbon flux calculation results are updated quarterly, and multi-level early warnings are set according to the degree of calculation deviation, with corresponding verification and rectification processes. Carbon source units, balance-of-income units, and carbon sink surplus units are divided according to the range of carbon flux values, and the judgment criteria can be flexibly adjusted according to the terrain and unit scale.

6. The method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets according to claim 1, characterized in that: The net carbon aggregate is calculated by introducing a verification correction factor based on the natural depletion characteristics of regional carbon sinks, and the value of carbon assets is quantified with reference to carbon trading market prices. After third-party verification and compliance, the assets are registered and circulated in the national greenhouse gas voluntary emission reduction trading market.

7. The method for coordinated management and control of the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets according to claim 1, characterized in that: We adopt a tiered and categorized approach to differentiated monitoring frequencies, establish dedicated emergency response procedures for monitoring equipment failures and extreme natural disasters, and conduct post-event retesting and correction of carbon sink and carbon flux data to continuously iterate and optimize carbon management strategies.

8. A collaborative management and control system for the entire life cycle of highway carbon emissions, carbon sinks, and carbon assets, characterized in that, include: The data acquisition module is used to collect multi-source heterogeneous data throughout the entire life cycle of highway planning and design to decommissioning and disposal. After the data is regulated and processed, a unified data platform is built to realize the collaborative sharing of multi-source data. The coupling rule module is used to divide the entire highway area into three independent but spatially related fine spatial units: carbon emission units, carbon sink units, and green electricity emission reduction units, using a triple partitioning coupling rule. The accounting module is used to carry out carbon emission accounting, carbon sink accounting, and renewable energy emission reduction accounting using three types of refined spatial units as accounting carriers, and form an integrated carbon management and control dataset after collaborative verification. The mechanism module is used to dynamically calculate the carbon flux of each unit based on the integrated dataset, set up an early warning mechanism for accounting anomalies, and classify the carbon surplus and deficit status of the units according to the carbon flux results. The value module is used to screen units with carbon surplus status, calculate the net carbon sink volume over the entire life cycle and convert it into standardized tradable carbon assets, and compliantly access the carbon trading market to realize value. The optimization module is used to allocate funds from the realization of carbon assets specifically for the upgrading of renewable energy facilities on highways and the cultivation of ecological carbon sinks in the roadside area, thereby optimizing the overall carbon emission reduction and carbon sink capacity. The system module is used to build a real-time carbon control monitoring system, dynamically adjust spatial units, accounting parameters and emission reduction measures according to monitoring deviations, and establish an emergency response mechanism for sudden scenarios to form a closed-loop management system covering the entire life cycle of monitoring, early warning, adjustment, emergency response and review.

9. A computer device, characterized in that, The device includes a memory and a processor, wherein the processor, when executing computer instructions stored in the memory, performs the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Includes instructions that, when executed on a computer, cause the computer to perform the method as described in any one of claims 1 to 7.

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