Vehicle carbon emission accounting method and vehicle

Abstract

The application discloses a vehicle carbon emission accounting method and a vehicle, relates to the technical field of data processing, and calculates the carbon emission by accurately identifying the hydrogen-containing mixed energy type and determining a hydrogen energy output energy proportion parameter. The specific quantification of the implicit carbon emission of the hydrogen energy production end, the energy consumption data and the consumable replacement record in the actual use stage of the vehicle, the whole life loss of the key components such as the battery and the motor are included in the accounting system. The carbon footprint caused by single-stage accounting is effectively eliminated in all directions, the use stage carbon emission of the plug-in hydrogen fuel cell vehicle is comprehensively covered, and the accuracy of the carbon accounting result is significantly improved.

Description

Technical Field

[0001] This application relates to the field of data processing technology, and in particular to vehicle carbon emission accounting methods and vehicles. Background Technology

[0002] Currently, China's passenger vehicle lifecycle carbon emission accounting system covers traditional fuel vehicles, pure electric vehicles, plug-in hybrid vehicles, and non-plug-in hybrid vehicles, but the carbon emission accounting method for fuel cell vehicles is not yet mature.

[0003] With the development of hydrogen energy technology, hydrogen fuel cell vehicles, as a new type of energy, have experienced rapid growth. Hybrid vehicles that combine hydrogen energy with other fuels (hereinafter referred to as hydrogen hybrid vehicles) are also gradually entering the research and application stage. For example, plug-in hydrogen fuel cell vehicles use hydrogen and electricity as a hybrid energy source. The emergence of new types of vehicles has also generated new demands for carbon emission accounting.

[0004] Therefore, how to propose a carbon emission accounting method applicable to hybrid energy vehicles that combine with hydrogen energy has become an urgent problem to be solved. Summary of the Invention

[0005] In view of the above problems, this application provides a vehicle carbon emission accounting method and vehicle to achieve a comprehensive, accurate and effective assessment of the full life cycle carbon footprint of hybrid vehicles suitable for hydrogen energy hybridization. The specific solution is as follows:

[0006] The first aspect of this application provides a method for calculating vehicle carbon emissions, including:

[0007] Determine the type of hybrid energy contained in the vehicle to be accounted for, which must include at least hydrogen energy, and obtain the output energy ratio parameter corresponding to hydrogen energy in the vehicle to be accounted for.

[0008] The carbon emissions from the production of hybrid energy can be determined by using the output energy ratio parameter corresponding to hydrogen energy.

[0009] The carbon emissions of the vehicle to be accounted for are determined based on the type of hybrid energy source.

[0010] Obtain consumable replacement records for vehicles to be accounted for during the usage phase, and determine the carbon emissions from consumable replacement based on these records;

[0011] The carbon emission accounting results for the vehicle's usage phase are obtained based at least on the carbon emissions from the production, use, and replacement of consumables of the vehicle's hybrid energy system.

[0012] In one possible implementation, the carbon emissions from the production of hybrid energy are determined using the output energy ratio parameter corresponding to hydrogen energy, including:

[0013] Determine the first accounting boundary for hybrid energy;

[0014] Obtain type certification values ​​for the energy consumption of hybrid energy sources;

[0015] Obtain the preset lifecycle mileage of the vehicle to be accounted for;

[0016] Based on the first accounting boundary, type certification value, preset life cycle driving mileage, and the output energy ratio parameter corresponding to hydrogen energy, the carbon emissions of hybrid energy production are obtained.

[0017] In one possible implementation, the carbon emissions of the vehicle to be accounted for are determined based on the type of hybrid energy source, including:

[0018] When the hybrid energy source includes both hydrogen and electricity, the carbon emissions from the vehicle being accounted for are zero.

[0019] In one possible implementation, the parameter for the proportion of output energy corresponding to hydrogen energy in the vehicle to be calculated is obtained, including:

[0020] The output energy of the hydrogen fuel cell stack and the total driving energy of the vehicle under standard test conditions are collected. The ratio of the output energy of the hydrogen fuel cell stack to the total driving energy of the vehicle is calculated to obtain the output energy ratio parameter.

[0021] Alternatively, the output energy ratio parameter of the hydrogen fuel cell stack recorded in the type certification document of the vehicle to be calculated can be used as the output energy ratio parameter.

[0022] In one possible implementation, the consumable replacement records of the vehicle to be accounted for during the usage phase are obtained, and the carbon emissions from consumable replacement are determined based on these records, including:

[0023] Determine the second accounting boundary corresponding to the consumable replacement record;

[0024] Identify at least one type of consumable in the consumable replacement record, and the replacement parameters corresponding to each type of consumable. The replacement parameters shall include at least the weight of the consumable being replaced.

[0025] Determine the carbon emission factor corresponding to each type of consumable;

[0026] Based on the second accounting boundary, replacement parameters, and carbon emission factors, the carbon emission amount of consumable replacement corresponding to each type of consumable is determined.

[0027] In one possible implementation, carbon emissions from consumable replacement include carbon emissions from tire replacement and carbon emissions from battery replacement.

[0028] In one possible implementation, if at least one consumable type in the consumable replacement record includes fluid, the replacement parameter also includes the number of replacements;

[0029] Carbon emissions from consumable replacement also include:

[0030] The carbon emissions from oil replacement are determined based on the second accounting boundary, oil material weight, carbon emission factor, and number of replacements.

[0031] In one possible implementation, the method also includes:

[0032] Determine the amount of carbon emissions from refrigerant escaping;

[0033] The carbon emissions from refrigerant emissions will be included in the carbon emission accounting results.

[0034] In one possible implementation, determining refrigerant escaping carbon emissions includes:

[0035] Determine the weight of the refrigerant and its corresponding global warming potential;

[0036] Calculate refrigerant emissions based on the weight of the refrigerant and the global warming potential.

[0037] A second aspect of this application provides a vehicle including at least one processor and a memory connected to the processor, wherein:

[0038] Memory is used to store computer programs;

[0039] The processor is used to execute computer programs to enable the vehicle to implement the vehicle carbon emission accounting method of the first aspect or any implementation thereof described above.

[0040] By employing the aforementioned technical solution, the vehicle carbon emission accounting method and vehicle provided in this application calculate carbon emissions by accurately identifying the type of hydrogen-containing hybrid energy and determining the proportion of hydrogen energy output. Specifically, it quantifies the implicit carbon emissions from hydrogen production, as well as energy consumption data and consumable replacement records during actual vehicle use, incorporating the full lifecycle losses of key components such as batteries and motors into the accounting system. This comprehensively and effectively eliminates the omissions in carbon footprint calculations caused by single-stage accounting, achieving comprehensive coverage of carbon emissions during the use phase of plug-in hydrogen fuel cell vehicles and significantly improving the accuracy of carbon accounting results. Attached Figure Description

[0041] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0042] Figure 1 A flowchart illustrating the vehicle carbon emission accounting method provided in this application;

[0043] Figure 2 A flowchart illustrating a vehicle carbon emission accounting method provided in this application;

[0044] Figure 3 A schematic diagram of a vehicle carbon emission accounting device provided in an embodiment of this application;

[0045] Figure 4 A schematic diagram of the structure of the vehicle carbon emission accounting device provided in the embodiments of this application. Detailed Implementation

[0046] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0047] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0048] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0049] With the development of hydrogen fuel cell vehicles and increasingly stringent carbon emission policies and regulations, there is an urgent need to establish a method that can accurately quantify the carbon footprint of hybrid vehicles using hydrogen energy during their use phase, in order to solve the current problem of difficulty in quantifying carbon emissions during the use phase of hydrogen fuel cell vehicles.

[0050] Existing carbon emission accounting methods for hybrid vehicles are mainly based on the characteristic that oil and electricity originate from the same source. Taking a traditional plug-in hybrid electric vehicle as an example, the fuel energy consumption generated by its internal combustion engine can be converted into equivalent electricity consumption through a fixed calorific value coefficient. At the same time, the electrical energy recovered during braking can also be converted into equivalent fuel consumption. The two are coupled in terms of energy flow, so they can be combined into a comprehensive equivalent value for carbon accounting.

[0051] However, the inventors discovered that hybrid energy methods involving hydrogen and electricity are fundamentally different from hybrid methods involving gasoline and electricity. Taking plug-in hydrogen-electric vehicles as an example, plug-in hydrogen-electric hybrids employ a dual independent energy architecture for hydrogen and electricity. Hydrogen is generated through fuel cells, while electricity is generated by charging from the external power grid. The two are completely decoupled in terms of physical storage, energy conversion, and emission paths. The existing approach of combining hybrid energy sources into a single equivalent value for calculation is unsuitable for plug-in hydrogen fuel cell vehicles. Forcibly applying the existing merging and conversion logic to unify hydrogen consumption and electricity consumption into a single equivalent value would not only sever the traceability link between hydrogen energy flow and upstream hydrogen production processes but also lead to the loss of specific hydrogen production process information, such as coal-to-hydrogen, natural gas-to-hydrogen, or green electricity-to-hydrogen, during the calculation process. Since the carbon emission factor of hydrogen is highly dependent on the hydrogen production path, this loss of crucial information will result in severely distorted calculation results.

[0052] To address the aforementioned issues, this application provides a method for calculating vehicle carbon emissions and a vehicle thereof.

[0053] See Figure 1 This application provides a flowchart illustrating a method for calculating vehicle carbon emissions.

[0054] like Figure 1 As shown, the vehicle carbon emission accounting method includes the following steps:

[0055] Step 101: Determine the type of hybrid energy contained in the vehicle to be calculated. The hybrid energy must include at least hydrogen energy, and obtain the output energy ratio parameter corresponding to hydrogen energy in the vehicle to be calculated.

[0056] It should be noted that determining the hybrid energy type is not a simple logical definition, but rather an identification process based on the vehicle's physical attributes.

[0057] In practical applications, it can be determined whether a vehicle is a hydrogen-electric hybrid by reading the vehicle configuration code stored in the vehicle controller, parsing the communication messages between the battery management system and the fuel cell controller, or scanning the vehicle nameplate information.

[0058] Obtain the output energy ratio parameter corresponding to hydrogen energy, which can be specifically denoted as K value. This parameter reflects the proportion of energy output by the fuel cell stack to the total driving energy of the vehicle during vehicle driving. Its value directly reflects the coupling characteristics of the vehicle's power system and energy management strategy.

[0059] For example, for vehicles that primarily use hydrogen energy and secondarily use electricity, the K-value may be close to 0.8; while for vehicles that primarily use pure electric drive and use hydrogen fuel only as a range extender, the K-value may be lower than 0.3. By obtaining this physical parameter, the abstract concept of hybrid energy can be transformed into a calculable quantitative indicator, providing data support for subsequently differentiating the carbon emission responsibilities of different energy sources.

[0060] Step 102: Determine the carbon emissions from the production of hybrid energy using the output energy ratio parameter corresponding to hydrogen energy.

[0061] It should be noted that, due to the significant difference in carbon emission intensity between hydrogen and electricity in the upstream production process, and the dynamic changes in the consumption ratio of the two energy sources during vehicle operation, the emissions of the two cannot be simply added together or averaged.

[0062] In this embodiment, the output energy ratio parameter obtained in step 101 is used as a weighting factor to weight and allocate the carbon emissions from hydrogen and electricity production.

[0063] This approach technically solves the attribution problem in upstream fuel emissions calculations for hydrogen-electric hybrid vehicles, ensuring that the calculation results accurately reflect the environmental impact of the vehicle's actual energy consumption structure.

[0064] It is understandable that although this embodiment uses hydrogen energy and electric energy as examples for illustration, in other embodiments, if the mixed energy also includes other types of clean energy or fossil fuels, similar weighted calculations can be performed based on their respective output energy ratio parameters, as long as the function of accurately allocating emissions from multiple energy sources is satisfied.

[0065] Step 103: Determine the carbon emissions of the vehicle to be calculated based on the type of hybrid energy.

[0066] In one implementation, when the type of hybrid energy includes hydrogen and electricity, the carbon emissions of the vehicle to be accounted for are zero.

[0067] Specifically, when a hydrogen fuel cell is working, hydrogen and oxygen undergo an electrochemical reaction, and the only product is water; while when a power battery discharges to drive a vehicle, it only involves the migration of electrons and ions, and does not produce any carbon-containing exhaust gas.

[0068] Therefore, within the physical boundary of the vehicle's operating terminal, Tank-to-Wheel, there are indeed no direct emissions of carbon dioxide or other greenhouse gases.

[0069] Clearly setting the carbon emissions of use to zero not only conforms to scientific facts, but more importantly, establishes the logical premise of the accounting method in this application: that is, the focus of carbon emission assessment for hydrogen fuel cell vehicles has shifted from traditional end-use exhaust gas treatment to upstream energy production and operation and maintenance consumables.

[0070] Step 104: Obtain the consumable replacement records of the vehicles to be accounted for during the usage phase, and determine the carbon emissions from consumable replacement based on the consumable replacement records.

[0071] It should be noted that the consumables replacement record covers information on the flow of non-energy materials generated during the vehicle's entire lifecycle maintenance process.

[0072] This data typically comes from after-sales service systems, vehicle maintenance logs, or standardized maintenance manuals. Determining the carbon emissions from consumable replacements based on these records is an important supplement to the aforementioned energy-related emissions.

[0073] Although hydrogen-powered vehicles are cleaner during operation, tire wear, lead-acid auxiliary battery replacement, fluid updates, and refrigerant leakage still generate significant environmental impacts.

[0074] Incorporating these operation and maintenance elements into the accounting process enables full coverage of accounting elements, avoiding the problem of underestimating the accounting results due to the omission of non-fuel emission sources.

[0075] Step 105: Obtain carbon emission accounting results for the vehicle's usage phase based at least on the carbon emissions from the production, use, and replacement of consumables of the hybrid energy system of the vehicle to be accounted for.

[0076] It should be noted that the final carbon emission accounting result is a comprehensive reflection of the above three dimensions.

[0077] By adding up the indirect emissions from upstream fuel production, the direct emissions from the usage process (which are zero in this embodiment), and the accompanying emissions from maintenance consumables, a complete carbon footprint data for the usage phase that conforms to the principles of Life Cycle Assessment (LCA) is formed.

[0078] These results can not only be used for vehicle environmental compliance certification and carbon label generation, but also provide quantitative basis for automakers to optimize energy management strategies and improve component durability design.

[0079] Through the coordinated execution of steps 101 to 105 above, this embodiment constructs a carbon emission accounting architecture specifically adapted to plug-in hydrogen fuel cell vehicles, which not only ensures the physical authenticity and logical rigor of the accounting process, but also achieves targeted adaptation to the characteristics of hydrogen-electric hybrid drive.

[0080] In summary, the vehicle carbon emission accounting method provided in this application calculates carbon emissions by accurately identifying hydrogen-containing hybrid energy types and determining the proportion of hydrogen energy output. Specifically, it quantifies the implicit carbon emissions from hydrogen production, as well as energy consumption data and consumable replacement records during actual vehicle use, incorporating the full lifecycle losses of key components such as batteries and motors into the accounting system. This comprehensive approach effectively eliminates carbon footprint omissions caused by single-stage accounting, achieving full coverage of carbon emissions during the use of plug-in hydrogen fuel cell vehicles and significantly improving the accuracy of carbon accounting results.

[0081] Based on the first embodiment described above, a detailed explanation is provided of the specific calculation model for the carbon emissions from the production of hybrid energy and the mechanism for obtaining the output energy ratio parameter corresponding to hydrogen energy, as a second embodiment.

[0082] As one implementation method, the carbon emissions from the production of hybrid energy are determined using the output energy ratio parameter corresponding to hydrogen energy, including:

[0083] Determine the first accounting boundary for hybrid energy; obtain the type certification value of energy consumption for hybrid energy; obtain the preset life cycle mileage of the vehicle to be accounted for; and obtain the production carbon emissions of hybrid energy based on the first accounting boundary, type certification value, preset life cycle mileage, and the output energy ratio parameter corresponding to hydrogen energy.

[0084] It should be noted that determining the first accounting boundary is a prerequisite for ensuring the accuracy of the accounting results.

[0085] In this embodiment, the first accounting boundary is defined as the range from the energy wellhead to the vehicle-mounted storage tank, explicitly covering all greenhouse gas emissions during the upstream preparation, compression, transportation, and refueling of both electricity and hydrogen energy.

[0086] This boundary is set based on the physical characteristics of zero emissions at the end of use for plug-in hydrogen fuel cell vehicles, shifting the focus of environmental load assessment forward to the fuel production stage, thereby avoiding pseudo-cleanliness assessment bias caused by ignoring upstream emissions.

[0087] Based on this, obtaining type approval values ​​for the energy consumption of hybrid energy vehicles is a crucial step in ensuring data compliance and comparability. Type approval values ​​refer to the energy consumption data of a vehicle measured by an authoritative testing institution and recorded in the vehicle announcement or certification documents under the test conditions specified by national standards. Compared with single-test data, these values ​​have higher statistical representativeness and legal credibility.

[0088] For hydrogen energy, this value is typically expressed in kilograms per 100 kilometers (kg / 100km); for electricity, it is expressed in kilowatt-hours per 100 kilometers (kWh / 100km). Simultaneously, the preset lifecycle mileage of the vehicle to be calculated is introduced as an integral factor in the time dimension, expanding the instantaneous emissions per unit mileage to the cumulative emissions over the entire lifecycle.

[0089] For example, the preset lifecycle driving mileage can be set to 1.5 × 10^5 km based on industry standards or vehicle design life. Of course, it can also be adjusted based on actual operating data in other application scenarios. Through the synergistic effect of the above parameters, a production carbon emission calculation model can be constructed that conforms to the LCA (Life Cycle Assessment) specifications and is adapted to the characteristics of hydrogen-electric hybrid powertrain configurations.

[0090] In specific calculations, the carbon emissions from hybrid energy production can be obtained using the following formula:

[0091] ;

[0092] in, It represents the emissions from fuel production, expressed in kilograms of carbon dioxide equivalent (kgCO2e). Its physical meaning is the total amount of greenhouse gases generated upstream due to the consumption of hydrogen and electricity by a vehicle throughout its entire life cycle.

[0093] The type certification value for hydrogen consumption of FCEV passenger vehicles is expressed in kilograms per 100 kilometers (kg / 100km). The carbon emission factor of hydrogen is expressed in kilograms of carbon dioxide equivalent per kilogram (kgCO2e / kg). This factor reflects the intensity of the environmental impact of specific hydrogen production processes (such as gray hydrogen, blue hydrogen, or green hydrogen).

[0094] This indicates the driving range over the lifecycle of a plug-in hydrogen fuel cell vehicle, expressed in kilometers (km).

[0095] The percentage of energy output from the fuel cell stack in plug-in hydrogen fuel cell vehicles is a dimensionless parameter.

[0096] The type certification value for the electricity consumption of plug-in hydrogen fuel cell vehicles is expressed in kilowatt-hours per 100 kilometers (kWh / 100km).

[0097] The carbon emission factor of electricity is expressed in kilograms of carbon dioxide equivalent per kilowatt-hour (kgCO2e / kWh), and this factor depends on the energy structure of the regional power grid.

[0098] in the formula This item is used to convert energy consumption per 100 kilometers into total energy consumption over the entire life cycle, while and These are used as weighting coefficients for hydrogen energy and electrical energy, respectively, to achieve emission responsibility allocation based on actual energy contribution.

[0099] Compared to simple averaging or single-energy methods, this weighted calculation method can more accurately reflect the vehicle's true environmental footprint under different driving strategies and energy management modes.

[0100] Regarding the key parameter K in the above formula, namely the parameter for obtaining the proportion of output energy corresponding to hydrogen energy in the vehicle to be calculated, this embodiment provides two complementary acquisition paths to adapt to the data acquisition needs of vehicles at different stages of research and development and use.

[0101] In practical applications This can refer to the total carbon emissions generated by the fuel (hydrogen and electricity) production process during the use of a plug-in hydrogen fuel cell vehicle, expressed in kilograms of carbon dioxide equivalent (kgCO2e). This value is obtained by weighted summation of carbon emissions from the hydrogen production route and the electricity production route.

[0102] Specifically, the first term in the formula The second item represents the carbon emission contribution of the hydrogen production process. This represents the carbon emission contribution of the electricity production process.

[0103] The type certification value for hydrogen consumption can refer to the mass of hydrogen consumed per 100 kilometers driven by a vehicle certified by an authoritative testing agency under specific test conditions. For example, this value can be set as 1.2 kg / 100km, and its purpose is to serve as the basic strength data for calculating the total hydrogen consumption. The type certification value for electricity consumption can refer to the amount of electricity consumed by a certified vehicle per 100 kilometers driven. For example, this value can be set to 15 kWh / 100km to quantify the vehicle's dependence on grid power. Lifecycle mileage refers to the total distance a vehicle is expected to travel over its entire lifespan. This parameter can be set according to industry standards or actual survey data; for example, it is typically set to a value of [value missing]. km, its function is to convert the energy consumption per hundred kilometers into the total energy consumption activity level over the entire life cycle.

[0104] The percentage of energy output from the fuel cell stack can refer to the proportion of energy provided by the fuel cell system to the total driving energy of the vehicle throughout its entire life cycle. This parameter reflects the contribution of the hydrogen energy system in plug-in hydrogen fuel cell vehicles, and its value is usually between 0 and 1.

[0105] Accordingly, This represents the proportion of energy provided by the power battery, i.e., the contribution of the power system. The carbon emission factor for hydrogen production can refer to the upstream carbon emissions corresponding to the production of a unit mass of hydrogen. For example, depending on the hydrogen production process (such as natural gas reforming or water electrolysis), this factor may be 10 kg CO2e / kg H2. Its function is to convert hydrogen consumption into carbon emissions. The carbon emission factor for electricity production can refer to the upstream carbon emissions corresponding to a unit of electricity produced. For example, based on the average emission level of the regional power grid, this factor may be 0.5 kg CO2e / kWh, used to convert electricity consumption into carbon emissions.

[0106] Using the above formula, the type certification value for hydrogen consumption is... The proportion of fuel cell stack output energy Used in conjunction with fuel cells, this method precisely determines the total amount of hydrogen actually consumed by a vehicle throughout its entire lifecycle, provided by the fuel cell; similarly, it determines the type certification value for electricity consumption. and Used in conjunction, this method locks in the total amount of electricity supplied by grid charging. Then, these two total energy amounts are multiplied by their respective hydrogen production carbon emission factors. and carbon emission factors of electricity production This enables accurate traceability and quantification of carbon emissions from energy consumption to upstream production. This step aims to address the technical problem of existing technologies being unable to distinguish the carbon emission contributions of different energy sources (hydrogen and electricity) in the production process of plug-in hybrid vehicles, by introducing an energy percentage coefficient. It can adapt to the differences in energy distribution under different vehicle configurations and driving strategies, thereby significantly improving the accuracy and relevance of carbon emission accounting results.

[0107] Specific embodiments of this application introduce the proportion of output energy from the fuel cell stack. As a weighting factor, carbon emissions from hydrogen production and electricity production were organically separated and integrated. Based on this, type certification values ​​for hydrogen and electricity consumption ensured the authority and consistency of the basic data, combined with lifecycle mileage. This method extends instantaneous energy consumption to the entire lifecycle dimension. Furthermore, by separately invoking carbon emission factors from hydrogen production and electricity production, it can sensitively reflect changes in upstream energy structure, such as the impact of increased green hydrogen proportions or cleaner power grids on the vehicle's carbon footprint. Ultimately, this weighted summation calculation logic not only achieves refined accounting of indirect carbon emissions from multiple energy sources upstream but also effectively avoids accounting biases caused by neglecting differences in energy structure, providing reliable data support for the low-carbon evaluation of plug-in hydrogen fuel cell vehicles.

[0108] As one implementation method, the parameter of the proportion of output energy corresponding to hydrogen energy in the vehicle to be calculated is obtained, including:

[0109] Collect the output energy of the hydrogen fuel cell stack and the total driving energy of the vehicle under standard test conditions, calculate the ratio of the output energy of the hydrogen fuel cell stack to the total driving energy of the vehicle, and obtain the output energy ratio parameter; or, obtain the output energy ratio parameter of the hydrogen fuel cell stack recorded in the type certification document of the vehicle to be verified as the output energy ratio parameter.

[0110] Specifically, the first approach focuses on physical measurements and real-time performance.

[0111] In vehicle R&D verification or non-standard operating condition evaluation scenarios, the output power curve of the fuel cell stack and the input power curve of the vehicle drive motor can be directly acquired through on-board sensor networks or bench testing equipment. By integrating the power data within a standard test cycle over time, the total energy output by the fuel cell stack and the total drive energy consumed by the vehicle can be obtained, and the ratio of the two is the K value.

[0112] The K value obtained in this way contains the real coupling characteristics of the vehicle under complex operating conditions such as actual dynamic response, energy recovery and accessory loads. It can reflect the dynamic adjustment effect of energy management strategy and is particularly suitable for the technology research and development stage where high calculation accuracy is required.

[0113] The second approach focuses on compliant reuse and convenience.

[0114] In scenarios involving mass production of vehicles, public disclosure of environmental information, or third-party certification, the energy percentage data already filed in the vehicle type certification report or environmental information accompanying the vehicle can be directly retrieved. This data has been reviewed and confirmed by legally authorized testing institutions and possesses unalterable authority. Adopting this approach not only significantly reduces the cost and time of repeated testing but also ensures consistency between the calculation results and government regulatory data, facilitating rapid recognition for enterprises in external compliance scenarios such as carbon trading and green credit.

[0115] It is understandable that these two paths are not mutually exclusive. In practical applications, the choice can be made flexibly based on data availability, accounting purpose, and cost constraints. In some high-precision accounting scenarios, the type certification value can be used as a benchmark and corrected using actual test data to obtain the optimal parameter value that combines compliance and authenticity.

[0116] This embodiment, based on the first embodiment, further details the refined accounting system for non-energy emission sources during the usage phase.

[0117] As one implementation method, the consumable replacement records of the vehicle to be accounted for during the usage phase are obtained, and the carbon emissions from consumable replacement are determined based on the consumable replacement records, including:

[0118] Determine the second accounting boundary corresponding to the consumable replacement record; determine at least one type of consumable in the consumable replacement record, and the replacement parameters corresponding to each consumable type, wherein the replacement parameters include at least the weight of the consumable replacement; determine the carbon emission factor corresponding to each consumable type; and determine the carbon emission amount of consumable replacement corresponding to each consumable type based on the second accounting boundary, the replacement parameters, and the carbon emission factor.

[0119] Specifically, the second accounting boundary is the key foundation for achieving modular and accurate accounting in this embodiment.

[0120] The second accounting boundary can be specifically defined as the scope of a component from the acquisition of raw materials to its manufacture. This boundary is designed to cover the implicit carbon emissions generated during the production and manufacturing process of consumables such as tires, batteries, and fluids. At the same time, since the emissions from use have already been considered in other dimensions or are zero, the emissions from the use of these consumables during vehicle operation are strictly excluded, thereby avoiding overlapping calculations with fuel production emissions.

[0121] When determining consumable replacement records, the system not only identifies the type of consumable but also defines differentiated replacement parameters for consumables with different physical forms. For all consumables, replacement weight is the most basic unit of measurement, but weight alone cannot reflect the true environmental load throughout the entire life cycle.

[0122] Therefore, this application determines multi-dimensional parameter corrections based on the material state of consumables, such as solid, liquid, and gas, transforming the static bill of materials into dynamic, full life-cycle emission data. This approach significantly improves the granularity of accounting and overcomes the estimation bias caused by simply multiplying the weight of consumables by a fixed coefficient in traditional methods.

[0123] As one implementation method, the carbon emissions from consumable replacement include: carbon emissions from tire replacement and carbon emissions from battery replacement.

[0124] Specifically, considering the structural characteristics of plug-in hydrogen fuel cell vehicles, tires and lead-acid batteries are solid consumables that are frequently replaced during use and have a significant carbon footprint.

[0125] For these two types of consumables, the carbon emissions are calculated using a material-level breakdown method.

[0126] For example, when calculating the carbon emissions from tire replacement, the weight of the entire tire is not used directly. Instead, it is broken down into specific material components such as rubber, carbon black, steel cord, and nylon fiber. The weight of each material and its corresponding carbon emission factor are obtained separately, and then a weighted sum is performed.

[0127] This is because the carbon emission intensity of natural rubber and synthetic rubber, as well as recycled steel and new steel, differs greatly in tires. Material-level analysis can more accurately reflect the environmental impact of the upstream supply chain.

[0128] Similarly, for lead-acid batteries, although hydrogen fuel cell vehicles are mainly driven by fuel cell stacks and power batteries, their low-voltage electrical systems and starting circuits still require lead-acid auxiliary batteries. In accounting, these need to be broken down into lead plates, plastic casings, sulfuric acid electrolyte, and other materials and calculated separately.

[0129] It is understood that although this embodiment lists tires and lead-acid batteries, in other embodiments, if the vehicle involves other regularly replaced solid components such as brake pads and air filters, this material-level breakdown logic can also be used for calculation, as long as the function of finely measuring solid consumables based on the second calculation boundary is met.

[0130] In one implementation, if at least one type of consumable in the consumable replacement record includes oil, the replacement parameter also includes the number of replacements; the carbon emission of consumable replacement also includes: the carbon emission of oil replacement determined based on the second accounting boundary, the weight of the oil material, the carbon emission factor, and the number of replacements.

[0131] Specifically, the fundamental difference between fluid consumables, such as coolant, brake fluid, and gear oil, and solid consumables lies in their multiple replacement cycles throughout their lifespan. Calculating their actual environmental impact solely based on the amount added per single application would severely underestimate their significance.

[0132] Therefore, this embodiment introduces the number of replacements R as an integral factor for the time dimension.

[0133] The formula for calculating carbon emissions from oil change can be expressed as:

[0134] ;

[0135] in, This indicates the amount of carbon emissions generated during the liquid replacement phase, expressed in kilograms of carbon dioxide equivalent (kgCO2e). The weight of liquid material i in a single replacement is expressed in kilograms (kg). The carbon emission factor of liquid material i is expressed in kilograms of carbon dioxide equivalent per kilogram (kgCO2e / kg). This indicates the number of times liquid material i is replaced throughout its entire lifespan.

[0136] Regarding the determination of the replacement frequency R, this embodiment provides two preferred approaches: First, directly retrieve the standard replacement cycle specified in the vehicle owner's manual or maintenance guidelines, and calculate it based on the preset lifespan mileage. For example, if a coolant is specified to be replaced every 40,000 kilometers, and the lifespan mileage is 150,000 kilometers, then R is taken as 3, excluding the initial fill-up. Second, calculate based on actual maintenance records from the vehicle's maintenance logs or after-sales service system. This method better reflects the impact of the owner's actual driving habits on emissions. By introducing the replacement frequency R, this solution achieves a leap from single-maintenance emissions to cumulative emissions over the entire lifespan, ensuring the temporal integrity of the accounting during the maintenance phase.

[0137] As one implementation method, vehicle carbon emission accounting methods also include:

[0138] Determine the amount of carbon emissions emitted by refrigerants and incorporate these emissions into the carbon emission accounting results.

[0139] Determining refrigerant emissions includes: determining the weight of the refrigerant and its corresponding global warming potential; and calculating refrigerant emissions based on the weight of the refrigerant and the global warming potential.

[0140] Specifically, refrigerant escaping is a significant non-combustion greenhouse gas emission source in the thermal management system of hydrogen-powered vehicles.

[0141] Since the refrigerant itself is not an energy-consuming medium, its environmental impact depends entirely on the amount of leakage and the intensity of its greenhouse effect. Therefore, the weight-factor model of consumables cannot be simply applied; instead, the Global Warming Potential (GWP) must be introduced as a conversion factor.

[0142] The formula for calculating refrigerant carbon emissions is:

[0143] ;

[0144] in, This indicates the amount of carbon dioxide equivalent emissions generated by refrigerant escaping; This indicates the charge weight of the refrigerant or the estimated leakage weight, expressed in kilograms (kg). It represents the global warming potential of the refrigerant relative to carbon dioxide. It is a dimensionless time integral index, usually taken as a 100-year time scale.

[0145] The introduction of GWP solves the technical challenge of incomparable environmental impacts of different types of refrigerants, such as R134a, R1234yf, and R744, by uniformly converting physical mass into environmental equivalent.

[0146] For example, the GWP of 1 kg R134a is approximately 1430, meaning its greenhouse effect is equivalent to emitting 1430 kg of CO2; while the GWP of the new environmentally friendly refrigerant R1234yf is only around 4. Through this conversion, the calculation results can sensitively reflect the significant impact of vehicle thermal management system selection on the overall carbon footprint, providing automakers with direct quantitative basis for selecting low-carbon refrigerants during the design phase. Finally, by summing the emissions from tires, batteries, fluids, and refrigerants, the complete carbon emissions from consumable replacement can be obtained. This data, together with the carbon emissions from fuel production obtained in the second example, constitutes the total carbon emissions calculation result for the vehicle's usage phase.

[0147] In another embodiment, the above-mentioned vehicle carbon emission accounting method further includes:

[0148] The process of generating a carbon emission accounting report based on the carbon emission accounting results.

[0149] It should be noted that generating a carbon emission accounting report can refer to the process of systematically organizing, compiling, and forming a structured document from the various carbon emission data and intermediate process data obtained from the aforementioned steps.

[0150] The entity executing this step is typically the data processing unit of the vehicle terminal or a cloud-based carbon management platform. Its input conditions are the specific values ​​of carbon emissions from fuel production, combustion and use, tire replacement, lead-acid battery replacement, oil replacement, and refrigerant emissions that have already been calculated, as well as the basic data supporting these calculations, including type certification values ​​for hydrogen consumption, type certification values ​​for electricity consumption, lifecycle driving mileage, the proportion of energy output from the fuel cell stack, and the carbon emission factors of various materials and energy sources.

[0151] Specifically, the report generation process includes data aggregation, format standardization, and document output. The system first calls the aforementioned stored... , , and The results of the equal-item calculations are filled in according to the preset report template structure.

[0152] For example, the report template may include sections such as accounting boundary descriptions, basic data sources, details of component emission calculations, and conclusions on total carbon emissions. The section detailing component emission calculations not only lists the final kilogram CO2 equivalent (kgCO2e) value but also simultaneously displays key parameters referenced in the calculation formulas, such as the weight of tire materials. Global warming potential of refrigerants To ensure data traceability, etc., the generation of a carbon emission accounting report includes a logical path from acquiring carbon emission data for each component, through data verification and formatting, to finally outputting a complete carbon emission accounting report. Before generating the report, an internal audit mechanism for the data source and calculation process is also included to ensure the accuracy and compliance of the report content.

[0153] This report generation mechanism can transform fragmented calculation results into formal documents that meet industry standards or regulatory requirements, thereby significantly improving the usability and authority of carbon emission accounting results and providing direct technical support for enterprises to make product environmental declarations, cope with carbon tariff barriers, or meet government regulatory reporting requirements.

[0154] This application, by adding a step to generate a carbon emission accounting report, forms a close synergy with the aforementioned accounting objectives, scope, and basic data calculation steps. Based on this, the precisely calculated carbon emission data, including combustion production, tire replacement, lead-acid battery replacement, fluid replacement, and refrigerant emissions, are systematically integrated into the report as core input elements. Through data verification and formatting logic during report generation, a closed-loop process from raw data collection to final output is ensured. This not only solves the problem that single numerical calculation results are difficult to directly apply to compliance declarations or public disclosures, but more importantly, through a structured report format, it achieves transparency and traceability in the accounting process, giving the entire carbon emission accounting method for the plug-in hydrogen fuel cell vehicle usage phase complete engineering implementation capability and practical application value.

[0155] Taking a typical plug-in hydrogen fuel cell passenger vehicle as an example, a complete calculation and demonstration of its carbon emissions throughout its entire life cycle is presented.

[0156] It is understood that the specific values ​​below are merely exemplary parameters set for explaining the technical solution of this application, and are not intended to limit the scope of protection of this application.

[0157] In practical applications, the relevant parameters should be adjusted accordingly based on the specific configuration of the vehicle to be calculated, its operating conditions, and the energy background data of the region.

[0158] In this application scenario, the basic parameters of the vehicle to be calculated are set as follows:

[0159] The preset lifecycle mileage L is 1.5 × 10 5 km; As confirmed by bench testing or type certification documents, the output energy ratio parameter K of the hydrogen fuel cell stack is 0.6, meaning that 60% of the vehicle's driving energy comes from the fuel cell stack and 40% from the power battery; the type certification value for hydrogen consumption... The type certification value for electricity consumption is 1.2 kg / 100 km. It is 15 kWh / 100 km.

[0160] Regarding the carbon emission factor, the carbon emission factor for hydrogen production is set based on life cycle assessment databases, such as Ecoinvent and regional power grid average emission levels. The figure is 20 kg CO2e / kg, corresponding to the industrial by-product hydrogen purification path and the carbon emission factor of power generation. It is 0.5810 kgCO2e / kWh.

[0161] Regarding consumable replacement records, based on the vehicle maintenance manual and design life, the tires are set to be replaced twice within the entire life cycle (excluding original tires), the lead-acid battery is replaced once, the coolant is replaced three times, and the refrigerant charge is 0.6 kg and the type is R134a.

[0162] The accounting process mainly includes the following steps:

[0163] Step 201: Determine the accounting boundary and calculate carbon emissions from fuel production.

[0164] Based on the first accounting boundary determined in the second embodiment, the above parameters are substituted into the fuel production carbon emission calculation formula:

[0165] ;

[0166] The specific calculation process is as follows:

[0167] Emissions from hydrogen production = 1.2 × 20 × (150000 / 100) × 0.6 = 21600 kg CO2e; Emissions from electricity production = 15 × 0.5810 × (150000 / 100) × (1 - 0.6) = 5229 kg CO2e.

[0168] The two are added together to obtain the carbon emissions from fuel production. The value is 26829 kg CO2e.

[0169] The calculation results show that, by introducing the output energy ratio parameter K as a weighting factor, the accounting model can accurately reflect the actual impact of the vehicle's energy management strategy, which prioritizes hydrogen and supplements electricity, on upstream emissions. Ignoring the K value and simply using an average allocation or a single energy method will lead to significant calculation biases and fail to accurately reflect the carbon footprint characteristics of the hydrogen-electric coupling system.

[0170] Step 202: Determine the amount of carbon emissions to be used.

[0171] Based on the descriptions of the first and third embodiments, given that the plug-in hydrogen fuel cell passenger vehicle only generates water and heat at the end of use and emits no carbon-containing exhaust gas, its carbon emissions are directly determined to be 0 kg CO2e.

[0172] This process aligns with fundamental thermodynamic principles and clarifies the targeted design of the accounting system in this application for the emission transfer characteristics of hydrogen-powered vehicles.

[0173] Step 203: Calculate the carbon emissions from consumable replacement.

[0174] Based on the second accounting boundary and sub-item calculation model established in the third embodiment, the environmental load of various consumables is calculated respectively.

[0175] Regarding the carbon emissions from tire replacement, assuming a single set of tires consists of four tires with a total weight of 32kg, the overall carbon emission factor is 3.5kgCO2e / kg. If tires are replaced twice, then... =32×3.5×2=224kgCO2e.

[0176] Regarding the carbon emissions from replacing lead-acid batteries, assuming a single cell weighs 15kg and the overall carbon emission factor is 4.2kgCO2e / kg, then after one replacement... =15×4.2×1=63kgCO2e.

[0177] Regarding carbon emissions from fluid replacement, taking coolant as an example, assuming a single replacement weight of 6 kg, a carbon emission factor of 1.8 kg CO2e / kg, and a total lifespan replacement frequency R of 3 times, then... =6 × 1.8 × 3 = 32.4 kg CO2e. The number of replacements, R, is introduced here to effectively capture the cumulative emission effect of liquid consumables due to periodic maintenance, avoiding the problem of traditional static algorithms underestimating maintenance emissions.

[0178] Regarding refrigerant carbon emissions, R134a has a global warming potential (GWP) of 1430, with a charge weight of 0.6 kg. =0.6 × 1430 = 858 kg CO2e. Although the physical mass of refrigerant is relatively small, its extremely high GWP value means that its converted carbon dioxide equivalent emissions even exceed the combined emissions of tires and batteries, highlighting the necessity of including non-combustible greenhouse gases in the accounting system.

[0179] Adding up the above items, the total carbon emissions from consumable replacement are approximately 1177.4 kg CO2e.

[0180] Step 204: Summarize and obtain the carbon emission accounting results for the usage phase.

[0181] Adding together the carbon emissions from fuel production, fuel consumption, and consumable replacement, we get... =26829+0+1177.4=28006.4kgCO2e.

[0182] Analysis of the composition of the accounting results shows that, in the carbon footprint of the plug-in hydrogen fuel cell passenger vehicle during its use phase, the fuel production stage accounts for as high as 95.8%, making it the absolute main source of emissions; the consumable replacement stage accounts for about 4.2%, which, although small, cannot be ignored; while the emissions from the direct use stage are zero.

[0183] This quantitative result clearly reveals that the key to reducing emissions from hydrogen-powered vehicles lies in the clean production of upstream hydrogen, such as shifting to green hydrogen and optimizing the design of high-efficiency thermal management systems, rather than traditional exhaust aftertreatment.

[0184] For example, see Figure 2 This application provides a flowchart illustrating a method for calculating vehicle carbon emissions.

[0185] like Figure 2 As shown, the vehicle carbon emission accounting method is divided into four stages:

[0186] Phase 1: Determine the carbon emission accounting boundary for the usage phase.

[0187] The accounting boundary mainly comprises five modules: fuel production, fuel use, tire replacement, lead-acid battery replacement, fluid replacement, and refrigerant dissipation. Corresponding to the production process, energy use process, tire replacement, lead-acid battery replacement, fluid replacement, and refrigerant dissipation of the two energy sources (electricity and hydrogen) included in the accounting scope, this stage establishes the accounting objectives and boundaries.

[0188] Phase 2: Calculate carbon emissions during the usage phase.

[0189] This stage is the core calculation part of the method. First, the characteristics of the vehicle's usage stage are identified, and then two aspects of work are carried out in parallel: one is to measure or collect relevant data (such as hydrogen consumption, mileage, material weight, etc.), and the other is to determine relevant carbon emission factors (such as carbon emission factors and GWP values ​​of tire materials, lead-acid battery materials, liquid materials, refrigerants, etc.). Finally, the carbon emissions of the usage stage are calculated and summarized.

[0190] Phase 3: Quality assurance of accounting work.

[0191] After the calculations are completed, the quality of the accounting work must be guaranteed, including data source management, monitoring condition assessment, monitoring plan formulation, data management system construction, internal audit system establishment, and regular cross-verification, to ensure the accuracy and reliability of the accounting results.

[0192] Phase 4: Carbon Footprint Reporting.

[0193] The final stage is to compile the aforementioned accounting results into a carbon emission report for the entire product lifecycle or usage stage according to a standard format, thus completing the carbon emission accounting work for the entire usage stage of the plug-in hydrogen fuel cell vehicle.

[0194] This application also provides a vehicle including at least one processor and a memory connected to the processor. The memory stores a computer program; the processor executes the computer program to enable the vehicle to implement the vehicle carbon emission accounting method as described in the foregoing embodiments.

[0195] Specifically, this embodiment transforms the aforementioned carbon emission accounting method from abstract logical steps into specific vehicle product attributes. Here, "processor" does not refer to a general-purpose computing device, but specifically to an automotive-grade control unit embedded in the vehicle's electronic and electrical architecture.

[0196] For example, the processor could be a vehicle control unit (VCU), utilizing its existing computing resources to integrate an accounting algorithm module, thereby endowing the vehicle with self-awareness of its carbon footprint without increasing additional hardware costs. Alternatively, in vehicles employing a centralized electronic and electrical architecture, the processor could be an intelligent driving domain controller or a dedicated AI computing chip, running the accounting program through an independent computing partition to avoid interfering with safety-related functions such as the powertrain and chassis. It should be understood that regardless of the specific controller form used, as long as it can execute the aforementioned steps of energy type identification, K-value acquisition, multi-dimensional emission calculation, and result aggregation by loading instructions, it falls within the protection scope of this application.

[0197] Regarding the memory and the computer program it stores, specifically, the memory typically uses non-volatile storage media, such as automotive Flash, EEPROM, or eMMC, to ensure that the internally stored accounting model parameters, carbon emission factor tables, and historically accumulated consumable replacement records are not lost after the vehicle has been parked for an extended period or the battery has been disconnected. The stored computer program not only contains basic arithmetic operation instructions but also encapsulates data processing logic specific to plug-in hydrogen fuel cell vehicles. Examples include lookup programs that retrieve hydrogen and electricity production emission factors based on a first accounting boundary, and programs that convert fluid replacement frequency to refrigerant GWP values ​​based on a second accounting boundary. When the processor is powered on and these programs are loaded, the vehicle transforms from a simple means of transportation into an intelligent terminal with the ability to self-quantify its environmental impact.

[0198] To implement the aforementioned calculation method, the processor also needs to interact with multiple physical nodes through the vehicle's internal communication network. Specifically, the processor connects to the fuel cell controller (FCCU), battery management system (BMS), and motor controller via CAN bus or Ethernet to collect real-time low-level sensor data such as hydrogen flow rate, battery charging and discharging power, and vehicle speed. This data forms the physical basis for calculating the hydrogen energy output ratio parameter K and fuel consumption. Simultaneously, the processor can connect to an OBD diagnostic interface or an onboard T-Box. The former allows after-sales maintenance personnel to write new consumable replacement records (such as tire and lead-acid battery replacement information) during maintenance, while the latter supports dynamic updates of regional power grid carbon emission factors or hydrogen production emission factors from the cloud, ensuring the calculation results remain timely despite changes in the external environment.

[0199] After the processor executes the computer program to obtain the carbon emission calculation results, these results can be applied to various functional scenarios of the vehicle. For example, the processor can send the calculated total carbon emissions over the entire life cycle or carbon intensity per unit mile to the vehicle's dashboard or central control display screen, providing intuitive graphical feedback to the driver and guiding them to develop low-carbon driving habits. Alternatively, the processor can package the calculation results and upload them to the vehicle manufacturer's cloud platform or government regulatory platform via a T-Box, serving as authoritative data for vehicle environmental compliance certification, carbon label generation, or carbon credit trading. Through this deeply integrated hardware and software architecture, the vehicle provided in this embodiment not only structurally meets the clear requirements of the product claims but also functionally achieves automated and routine operation of the carbon emission calculation method, solving the technical problems of traditional methods relying on manual offline calculations, data lag, and difficulty in traceability.

[0200] The above describes a vehicle carbon emission accounting method provided by the embodiments of this application. The following will describe the apparatus for performing the above vehicle carbon emission accounting method.

[0201] Please see Figure 3 , Figure 3 This is a schematic diagram of a vehicle carbon emission accounting device provided in an embodiment of this application. Figure 3 As shown, the device includes:

[0202] The system comprises a first determining unit 10, a second determining unit 20, a third determining unit 30, a fourth determining unit 40, and a calculation unit 50; wherein:

[0203] The first determining unit 10 is used to determine the type of hybrid energy contained in the vehicle to be calculated, wherein the hybrid energy includes at least hydrogen energy, and to obtain the output energy ratio parameter corresponding to hydrogen energy in the vehicle to be calculated.

[0204] The second determining unit 20 is used to determine the carbon emissions of hybrid energy production using the output energy ratio parameter corresponding to hydrogen energy.

[0205] The third determining unit 30 is used to determine the carbon emissions of the vehicle to be calculated based on the type of hybrid energy.

[0206] The fourth determining unit 40 is used to obtain the consumable replacement records of the vehicles to be accounted for during the usage phase, and to determine the carbon emissions from consumable replacement based on the consumable replacement records.

[0207] The calculation unit 50 is used to obtain carbon emission calculation results for the vehicle's usage phase based at least on the carbon emissions from the production of hybrid energy, the carbon emissions from its use, and the carbon emissions from the replacement of consumables.

[0208] In one embodiment, the second determining unit 20 is specifically used for:

[0209] Determine the first accounting boundary for hybrid energy;

[0210] Obtain type certification values ​​for the energy consumption of hybrid energy sources;

[0211] Obtain the preset lifecycle mileage of the vehicle to be accounted for;

[0212] Based on the first accounting boundary, type certification value, preset life cycle driving mileage, and the output energy ratio parameter corresponding to hydrogen energy, the carbon emissions of hybrid energy production are obtained.

[0213] In one embodiment, the third determining unit 30 is specifically used for:

[0214] When the hybrid energy source includes both hydrogen and electricity, the carbon emissions from the vehicle being accounted for are zero.

[0215] In one embodiment, the first determining unit 10 is specifically used for:

[0216] The output energy of the hydrogen fuel cell stack and the total driving energy of the vehicle under standard test conditions are collected. The ratio of the output energy of the hydrogen fuel cell stack to the total driving energy of the vehicle is calculated to obtain the output energy ratio parameter.

[0217] Alternatively, the output energy ratio parameter of the hydrogen fuel cell stack recorded in the type certification document of the vehicle to be calculated can be used as the output energy ratio parameter.

[0218] In one embodiment, the fourth determining unit 40 is specifically used for:

[0219] Determine the second accounting boundary corresponding to the consumable replacement record;

[0220] Identify at least one type of consumable in the consumable replacement record, and the replacement parameters corresponding to each type of consumable. The replacement parameters shall include at least the weight of the consumable being replaced.

[0221] Determine the carbon emission factor corresponding to each type of consumable;

[0222] Based on the second accounting boundary, replacement parameters, and carbon emission factors, the carbon emission amount of consumable replacement corresponding to each type of consumable is determined.

[0223] In one embodiment, the carbon emissions from consumable replacement in the fourth determining unit 40 include: carbon emissions from tire replacement and carbon emissions from battery replacement.

[0224] In one embodiment, in the fourth determining unit 40, if at least one type of consumable in the consumable replacement record includes oil, the replacement parameter also includes the number of replacements;

[0225] Carbon emissions from consumable replacement also include:

[0226] The carbon emissions from oil replacement are determined based on the second accounting boundary, oil material weight, carbon emission factor, and number of replacements.

[0227] In one embodiment, the fourth determining unit 40 further includes a determining subunit;

[0228] This defined subunit is specifically used for:

[0229] Determine the amount of carbon emissions from refrigerant escaping;

[0230] The carbon emissions from refrigerant emissions will be included in the carbon emission accounting results.

[0231] In one embodiment, a subunit is determined, specifically for:

[0232] Determine the weight of the refrigerant and its corresponding global warming potential;

[0233] Calculate refrigerant emissions based on the weight of the refrigerant and the global warming potential.

[0234] This application also provides a device for calculating vehicle carbon emissions. (Reference) Figure 4 The diagram illustrates a structural schematic of an apparatus suitable for implementing the vehicle carbon emission accounting method provided in the embodiments of this application. The vehicle carbon emission accounting method apparatus in the embodiments of this application may include, but is not limited to, fixed terminals such as mobile phones, laptops, PDAs (personal digital assistants), PADs (tablet computers), desktop computers, etc. Figure 4 The vehicle carbon emission accounting method and device shown are merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0235] like Figure 4 As shown, the vehicle carbon emission accounting method device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. When the vehicle carbon emission accounting method device is powered on, the RAM 603 also stores various programs and data required for the operation of the vehicle carbon emission accounting method device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0236] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows the vehicle carbon emission accounting method device to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 The diagram illustrates a vehicle carbon emission accounting method and apparatus with various devices; however, it should be understood that implementation or possession of all of the shown devices is not required. More or fewer devices may be implemented alternatively.

[0237] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the vehicle carbon emission calculation methods provided in this application.

[0238] This application also provides a computer storage medium that carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the vehicle carbon emission calculation methods provided in this application.

[0239] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the device embodiment drawings provided in this application, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0240] Through the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware, or it can be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this application, software program implementation is more often the preferred 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 readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0241] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0242] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

Claims

1. A method for calculating vehicle carbon emissions, characterized in that, include: Determine the type of hybrid energy contained in the vehicle to be accounted for, wherein the hybrid energy includes at least hydrogen energy, and obtain the output energy ratio parameter corresponding to the hydrogen energy in the vehicle to be accounted for; The carbon emissions from the production of the hybrid energy source are determined using the output energy ratio parameter corresponding to the hydrogen energy source. Based on the type of hybrid energy, determine the carbon emissions of the vehicle to be calculated; Obtain the consumable replacement records of the vehicle to be accounted for during the usage phase, and determine the carbon emissions from consumable replacement based on the consumable replacement records; The carbon emission accounting results for the vehicle under accounting are obtained based at least on the carbon emissions from the production of the hybrid energy of the vehicle, the carbon emissions from its use, and the carbon emissions from the replacement of consumables.

2. The vehicle carbon emission accounting method according to claim 1, characterized in that, The step of determining the carbon emissions from the production of the hybrid energy source using the output energy ratio parameter corresponding to the hydrogen energy source includes: Determine the first accounting boundary of the hybrid energy; Obtain the type certification value of the energy consumption of the hybrid energy source respectively; Obtain the preset lifecycle mileage of the vehicle to be calculated; The carbon emissions from the production of the hybrid energy are obtained based on the first accounting boundary, the type certification value, the preset life cycle driving mileage, and the output energy ratio parameter corresponding to the hydrogen energy.

3. The vehicle carbon emission accounting method according to claim 1, characterized in that, Determining the carbon emissions of the vehicle to be calculated based on the type of hybrid energy includes: When the type of hybrid energy includes hydrogen energy and electricity, the carbon emissions of the vehicle to be accounted for are zero.

4. The vehicle carbon emission accounting method according to claim 1, characterized in that, The step of obtaining the output energy ratio parameter corresponding to the hydrogen energy in the vehicle to be calculated includes: The output energy of the hydrogen fuel cell stack and the total driving energy of the vehicle under standard test conditions are collected, and the ratio of the output energy of the hydrogen fuel cell stack to the total driving energy of the vehicle is calculated to obtain the output energy ratio parameter. Alternatively, the output energy ratio parameter of the hydrogen fuel cell stack recorded in the type certification document of the vehicle to be calculated can be obtained as the output energy ratio parameter.

5. The vehicle carbon emission accounting method according to claim 1, characterized in that, The acquisition of consumable replacement records for the vehicle to be accounted for during the usage phase, and the determination of consumable replacement carbon emissions based on the consumable replacement records, includes: Determine the second accounting boundary corresponding to the consumable replacement record; Determine at least one type of consumable in the consumable replacement record, and the replacement parameters corresponding to each type of consumable, wherein the replacement parameters include at least the weight of the consumable replacement; Determine the carbon emission factor corresponding to each of the consumable types; Based on the second accounting boundary, the replacement parameters, and the carbon emission factor, the carbon emission amount of consumable replacement corresponding to the consumable type is determined respectively.

6. The vehicle carbon emission accounting method according to claim 5, characterized in that, The carbon emissions from the replacement of consumables include carbon emissions from tire replacement and carbon emissions from battery replacement.

7. The vehicle carbon emission accounting method according to claim 6, characterized in that, If at least one type of consumable in the consumable replacement record includes fluid, the replacement parameter also includes the number of replacements; The carbon emissions from the replacement of consumables also include: The carbon emissions from oil replacement are determined based on the second accounting boundary, the weight of the oil material, the carbon emission factor, and the number of replacements.

8. The vehicle carbon emission accounting method according to claim 7, characterized in that, The method further includes: Determine the amount of carbon emissions from refrigerant escaping; The carbon emissions from the refrigerant are then included in the carbon emission accounting results.

9. The vehicle carbon emission accounting method according to claim 8, characterized in that, The determination of refrigerant emissions includes: Determine the weight of the refrigerant and the corresponding global warming potential of the refrigerant; The carbon emissions from the refrigerant are calculated based on the weight of the refrigerant and the global warming potential.

10. A vehicle, characterized in that, It includes at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program to enable the vehicle to implement the vehicle carbon emission accounting method as described in any one of claims 1 to 9.

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