Intelligent management and control system for carbon emission of whole chain of road engineering

Abstract

The present application provides a road engineering full-chain carbon emission intelligent management and control system, relates to the technical field of road engineering construction management and carbon emission management and control, and comprises a standard carbon emission data generation module, which is used for acquiring multi-source engineering data in a road engineering full chain. The road engineering full-chain carbon emission intelligent management and control system forms standard carbon emission data by establishing an engineering carbon emission benchmark unit containing a pile number range, a construction phase identifier, a road construction process identifier, a carbon emission source identifier and a phase time field, and performing time format unification, spatial position conversion, carbon emission source identifier mapping and activity level unit conversion on material supply data, transportation scheduling data, mechanical energy consumption data and construction progress data, so as to realize the collection and accounting of road engineering multi-source carbon emission data under the conditions of unified time, space and business association.

Description

Technical Field

[0001] This invention relates to the field of road engineering construction management and carbon emission control technology, specifically to an intelligent carbon emission control system for the entire road engineering chain. Background Technology

[0002] Road construction involves route design, material production, material transportation, mixing and processing, on-site construction, quality inspection, operation and maintenance, and recycling of waste materials. Carbon emission accounting typically revolves around engineering materials, construction machinery, transport vehicles, energy consumption, and maintenance operations. Existing road engineering management platforms include material management systems that record the procurement, arrival, and usage of materials such as asphalt, cement, steel, aggregates, and admixtures; transportation dispatch systems that record transport vehicles, transport distances, transport batches, and arrival times; machinery management systems that record the operating time, fuel consumption, and operating location of equipment such as pavers, rollers, mixing equipment, milling machines, and loaders; and construction progress systems that record the start and end times and quantities of each construction stage, including subgrade, base course, surface course, ancillary facilities, and maintenance treatments. Some road engineering management platforms incorporate carbon emission factor databases to convert material consumption, fuel consumption, electricity consumption, transport mileage, and machinery shifts into carbon emissions, generating statistical reports according to project, section, road segment, construction stage, or engineering category. Some projects use sensors, vehicle-mounted positioning terminals, energy consumption metering equipment, and construction log platforms to collect on-site data, providing data sources for carbon emission accounting of road projects.

[0003] In current carbon emission control for road engineering projects, multi-source carbon emission data lacks accurate attribution to specific road sections, construction stages, and work processes. Material data, transportation data, machinery energy consumption data, construction progress data, and maintenance operation data come from different systems, with differences in collection time, spatial location, measurement units, and data granularity. The same batch of materials may be used across different road sections, the same equipment may participate in multiple work processes consecutively, and the same transport may correspond to multiple construction sites. When carbon emission data is aggregated, it is easy to categorize it into project stages or contract sections, making it difficult to stably correspond to the actual road sections, stages, and work processes that generate emissions, resulting in difficulty in accurately locating high-emission links. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides an intelligent management and control system for carbon emissions across the entire road engineering chain. The technical problem this invention aims to solve is: how to accurately attribute carbon emission data to specific road sections, construction stages, and construction procedures through the construction of engineering carbon emission benchmark units, the standardization of multi-source data, and the allocation of carbon emission attribution.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a smart management and control system for carbon emissions across the entire road engineering chain, comprising: An engineering carbon emission benchmark unit construction module is used to establish engineering carbon emission benchmark units based on road spatial fields, construction stage identifiers, road construction procedure identifiers, carbon emission source identifiers, and stage time fields; the road spatial fields include a chainage range, and the stage time fields include stage start time and stage end time. A standard carbon emission data generation module is used to acquire multi-source engineering data from the entire road engineering chain, and to standardize the time field, road space field, business association field, carbon emission source identifier, and activity level data in the multi-source engineering data to obtain standardized engineering data; standard carbon emission data is generated based on the standardized engineering data and the carbon emission factor corresponding to the carbon emission source identifier; the standard carbon emission data includes a time field, a road space field, a business association field, a carbon emission source identifier, and a carbon emission amount; The carbon emission attribution and allocation module is used to determine the candidate engineering carbon emission benchmark units corresponding to the standard carbon emission data based on the temporal overlap, road spatial overlap, and business association between the standard carbon emission data and the engineering carbon emission benchmark units, and to generate the attribution matching weight of each candidate engineering carbon emission benchmark unit corresponding to the standard carbon emission data; and to allocate the carbon emissions in the standard carbon emission data to the corresponding candidate engineering carbon emission benchmark units according to the attribution matching weight, so as to obtain the sub-unit carbon emission data. An abnormal emission location module is used to determine the unit carbon emission value of the engineering carbon emission benchmark unit based on the unit carbon emission data, and compare the unit carbon emission value with the corresponding preset benchmark carbon emission value; when the unit carbon emission value exceeds the preset benchmark carbon emission value, the corresponding engineering carbon emission benchmark unit is determined as an abnormal engineering carbon emission benchmark unit, and an abnormal emission location result is generated based on the road space field, construction stage identifier, road construction procedure identifier, and carbon emission source identifier of the abnormal engineering carbon emission benchmark unit.

[0006] Preferably, the stationing boundary of the engineering carbon emission benchmark unit is the boundary of the work section in the construction organization design, and the time boundary is the handover time between adjacent construction stages; when the same road construction process spans more than two work sections, or the same work section spans more than two construction stages, multiple engineering carbon emission benchmark units are established with the stationing boundary and the time boundary respectively.

[0007] Preferably, the road space field further includes route direction markings and road width markings; the route direction markings are either up-direction markings or down-direction markings; the road width markings are either left-side markings, right-side markings, median strip markings, or ramp markings.

[0008] Preferably, the multi-source engineering data includes material supply data, transportation scheduling data, mechanical energy consumption data, and construction progress data; the business association field includes a business document identifier, which is selected from material requisition form number, transportation arrival receipt form number, equipment operation form number, and process acceptance form number.

[0009] Preferably, the standardization process includes unifying the data collection time format, converting coordinate positions to station ranges, mapping carbon emission source identifiers, and converting activity level data units; the converted activity level data units are consistent with the activity level units of the corresponding carbon emission factors.

[0010] Preferably, when the standard carbon emission data generation module corresponds to two or more chainage ranges in the same multi-source engineering data, it splits the active level data according to the proportion of the overlapping length of each chainage range to the total overlapping length, and generates standardized engineering data corresponding to different chainage ranges.

[0011] Preferably, the standard carbon emission data generation module selects carbon emission factors according to the carbon emission source identifier, activity level unit, and time field; when the same carbon emission source identifier corresponds to more than two carbon emission factors, the carbon emission factor with the applicable time covering the time field and the latest factor version time is selected.

[0012] Preferably, the candidate engineering carbon emission benchmark unit is an engineering carbon emission benchmark unit that simultaneously intersects with the standard carbon emission data in terms of time interval, chainage range, and business document identifier.

[0013] Preferably, the attribution matching weight is generated based on the time overlap ratio, the station number overlap ratio, and the business document association ratio; the time overlap ratio is the proportion of the overlap duration to the duration of the standard carbon emission data; the station number overlap ratio is the proportion of the overlap station length to the station length of the standard carbon emission data; the business document association ratio is the proportion of the number of identical business document identifiers to the total number of business document identifiers in the standard carbon emission data; when the same standard carbon emission data corresponds to two or more candidate project carbon emission benchmark units, the carbon emissions in the standard carbon emission data are allocated according to the proportion of the attribution matching weight of each candidate project carbon emission benchmark unit to the sum of the attribution matching weights.

[0014] Preferably, the unit carbon emission value is the ratio of carbon emissions to the amount of work in the unit carbon emission data corresponding to the engineering carbon emission benchmark unit, and the amount of work is derived from the construction progress data in the multi-source engineering data; the preset benchmark carbon emission value is the historical average carbon emission of a unit of work under the same construction stage identifier, the same road construction procedure identifier, and the same carbon emission source identifier; the abnormal emission location result includes the starting station number, the ending station number, the construction stage identifier, the road construction procedure identifier, the carbon emission source identifier, and the excess ratio.

[0015] This invention provides an intelligent management and control system for carbon emissions across the entire road engineering chain. It offers the following advantages: This intelligent carbon emission management and control system for the entire road project chain establishes a benchmark unit for engineering carbon emissions, which includes station range, construction stage identifier, road construction procedure identifier, carbon emission source identifier, and stage time field. It unifies the time format, converts the spatial location, maps the carbon emission source identifier, and converts the activity level unit for material supply data, transportation scheduling data, mechanical energy consumption data, and construction progress data, forming standard carbon emission data. This enables the collection and accounting of carbon emission data from multiple sources in road projects under unified time, space, and business-related conditions.

[0016] By employing an attribution matching method based on time overlap ratio, station overlap ratio, and business document association ratio, carbon emission data of the same standard is allocated to the corresponding engineering carbon emission benchmark unit. Combined with the unit project carbon emission value and the preset benchmark carbon emission value, abnormal engineering carbon emission benchmark units are determined. This method effectively locates carbon emissions to specific station ranges, construction stages, road construction procedures, and carbon emission sources, reducing the situation where carbon emission data is centrally classified into project stages or contract sections, and providing a basis for the identification and control of high-emission links in road engineering. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating the structure of the intelligent carbon emission control system for the entire road engineering chain of the present invention. Figure 2 This is a flowchart of the carbon emission benchmark unit construction module of the present invention; Figure 3 This is a flowchart of the standard carbon emission data generation module of this invention; Figure 4 This is a flowchart of the carbon emission attribution and allocation module of the present invention; Figure 5 This is a flowchart of the abnormal emission location module of the present invention. Detailed Implementation

[0018] The technical solutions in the embodiments of the present invention have been clearly and completely described. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Example 1 like Figure 1-5 As shown, this embodiment of the invention provides an intelligent management and control system for carbon emissions across the entire road engineering chain, including: The Engineering Carbon Emission Benchmark Unit Construction Module is used to establish engineering carbon emission benchmark units based on road spatial fields, construction stage identifiers, road construction procedure identifiers, carbon emission source identifiers, and stage time fields. The road spatial field includes the chainage range, and the stage time field includes the stage start and end times. The chainage boundary of the engineering carbon emission benchmark unit is the work section boundary in the construction organization design, and the time boundary is the handover time between adjacent construction stages. When the same road construction procedure spans more than two work sections, or the same work section spans more than two construction stages, multiple engineering carbon emission benchmark units are established using both chainage and time boundaries. The road spatial field also includes route direction identifiers and road width identifiers. Route direction identifiers are either uphill or downhill. Road width identifiers are left lane identifiers, right lane identifiers, median strip identifiers, or ramp identifiers.

[0020] The standard carbon emission data generation module acquires multi-source engineering data across the entire road engineering chain and standardizes the time, road space, business-related fields, carbon emission source identifiers, and activity level data from this multi-source engineering data to obtain standardized engineering data. Standard carbon emission data is generated based on this standardized engineering data and the carbon emission factors corresponding to the carbon emission source identifiers. Standard carbon emission data includes time, road space, business-related fields, carbon emission source identifiers, and carbon emission amounts. Multi-source engineering data includes material supply data, transportation scheduling data, machinery energy consumption data, and construction progress data. Business-related fields include business document identifiers, selected from material requisition forms, transportation arrival receipt forms, equipment operation forms, and process acceptance forms. Standardization processing includes unifying the data collection time format, converting coordinate locations to station numbers, mapping carbon emission source identifiers, and converting activity level data units. The converted activity level data units are consistent with the activity level units of the corresponding carbon emission factors. When the same multi-source engineering data corresponds to more than two chainage ranges, the standard carbon emission data generation module splits the activity level data according to the proportion of the overlapping length of each chainage range to the total overlapping length, and generates standardized engineering data corresponding to different chainage ranges. The module selects carbon emission factors based on the carbon emission source identifier, activity level unit, and time field. When the same carbon emission source identifier corresponds to more than two carbon emission factors, it selects the carbon emission factor with the most recent version time and applicable time coverage of the time field.

[0021] The carbon emission attribution and allocation module is used to determine candidate engineering carbon emission benchmark units corresponding to the standard carbon emission data based on the temporal overlap, road spatial overlap, and business association relationships between the standard carbon emission data and the engineering carbon emission benchmark units. It then generates attribution matching weights for each candidate engineering carbon emission benchmark unit. Carbon emissions from the standard carbon emission data are allocated to the corresponding candidate engineering carbon emission benchmark units according to these matching weights, resulting in sub-unit carbon emission data. Candidate engineering carbon emission benchmark units are those that simultaneously intersect with the standard carbon emission data in terms of time interval, station range, and business document identifier. The attribution matching weights are generated based on the time overlap ratio, station overlap ratio, and business document association ratio. The time overlap ratio is the proportion of overlap duration to the duration of the standard carbon emission data. The station overlap ratio is the proportion of overlap station length to the length of the standard carbon emission data station length. The business document association ratio is the proportion of the number of identical business document identifiers to the total number of business document identifiers in the standard carbon emission data. When the same standard carbon emission data corresponds to two or more candidate project carbon emission benchmark units, the carbon emissions in the standard carbon emission data are allocated according to the proportion of the attribution matching weight of each candidate project carbon emission benchmark unit to the total attribution matching weight.

[0022] The abnormal emission location module determines the unit carbon emission value of the engineering carbon emission benchmark unit based on the unit carbon emission data and compares it with the corresponding preset benchmark carbon emission value. When the unit carbon emission value exceeds the preset benchmark carbon emission value, the corresponding engineering carbon emission benchmark unit is identified as an abnormal engineering carbon emission benchmark unit. The module then generates an abnormal emission location result based on the road space field, construction stage identifier, road construction procedure identifier, and carbon emission source identifier of the abnormal engineering carbon emission benchmark unit. The unit carbon emission value is the ratio of carbon emissions to the project quantity in the unit carbon emission data corresponding to the engineering carbon emission benchmark unit. The project quantity is derived from the construction progress data in the multi-source engineering data. The preset benchmark carbon emission value is the historical average carbon emission per unit project quantity under the same construction stage identifier, the same road construction procedure identifier, and the same carbon emission source identifier. The abnormal emission location result includes the starting station number, ending station number, construction stage identifier, road construction procedure identifier, carbon emission source identifier, and the excess ratio.

[0023] The business association field is used to retain the business transmission relationships between material supply, transportation scheduling, machinery operation, and construction progress, and together with the time field and road space field, it constitutes the basis for the attribution of standard carbon emission data. When activity level data spans multiple station ranges, the activity level data is split to form standardized engineering data corresponding to each station range, avoiding the situation where one engineering data can only correspond to one engineering carbon emission benchmark unit.

[0024] The activity level unit, applicable time, and version information of carbon emission factors are used to limit the selection range of carbon emission factors. The carbon emission value per unit of project is used to standardize the comparison caliber of carbon emission benchmark units for different projects, and the historical average carbon emission value per unit of project is used to form preset benchmark carbon emission values ​​corresponding to construction stages, road construction procedures, and carbon emission sources.

[0025] Example 2 This embodiment is used to verify the feasibility of splitting activity level data based on station range and completing carbon emission attribution when the same batch of road materials spans multiple work sections.

[0026] 1. Establishment of engineering carbon emission benchmark units The section from K12+000 to K12+660 on the left lane of a road reconstruction and expansion project in the northbound direction is selected. The construction content is asphalt pavement paving. The construction organization design uses K12+360 as the boundary of the work section.

[0027] The first work section is from K12+000 to K12+360, with the phase starting at 8:00 AM on May 18, 2026, and ending at 1:00 PM on May 18, 2026. The second work section is from K12+360 to K12+660, with the phase starting at 9:00 AM on May 18, 2026, and ending at 3:00 PM on May 18, 2026.

[0028] Both work sections have the following route direction markings: both are uphill, both are left-hand lane markings, both are surface layer construction markings, both are asphalt surface layer paving markings, and both are C1 carbon emission source markings.

[0029] The engineering carbon emission benchmark unit construction module establishes the first engineering carbon emission benchmark unit and the second engineering carbon emission benchmark unit respectively. The system associates construction progress data with material requisition records and transportation arrival records to form a set of business document identifiers corresponding to each engineering carbon emission benchmark unit.

[0030] 2. Acquisition of multi-source engineering data The material supply system records material batch M03, material name AC-13 modified asphalt mixture, material quantity 216t, and material requisition form number L03.

[0031] The transportation dispatch system recorded the delivery receipt number as Q08. The material's departure time was 9:10 AM on May 18, 2026, and its arrival time was 9:45 AM on May 18, 2026. The paving operation started at 10:00 AM on May 18, 2026, and ended at 11:40 AM on May 18, 2026.

[0032] The paving equipment positioning terminal records the planar coordinates and acquisition time at a sampling cycle of 10 seconds. The positioning coordinates and road centerline mileage files use the same planar coordinate system. The correspondence between acquisition time and station number is retained for each positioning trajectory point.

[0033] After the road centerline mileage file is projected and converted, the paving range corresponding to the material is K12+120-K12+660.

[0034] 3. Standardization and Activity Level Data Splitting The standard carbon emission data generation module converts the collection time into a unified time format, the location coordinates into a station range, maps the material name to the carbon emission source identifier C1, and unifies the activity level unit of the material quantity to tons.

[0035] The first work section overlaps with the material paving area from K12+120 to K12+360, with an overlap length of 240m. The second work section overlaps with the material paving area from K12+360 to K12+660, with an overlap length of 300m. The total overlap length is 540m.

[0036] The two overlapping sections are designed to have a paving width of 4m and a compaction thickness of 40mm, with the same target compaction density. The material design quantity per unit chainage length is consistent, and the 216t asphalt mixture is divided according to the proportion of the overlapping length.

[0037] The material quantity corresponding to the first work section is 96t, and the material quantity corresponding to the second work section is 120t. The system generates two standardized engineering data sets. The chainage range of the first standardized engineering data set is K12+120-K12+360, and the chainage range of the second standardized engineering data set is K12+360-K12+660. Both sets of data retain the material requisition slip number L03 and the transportation arrival receipt number Q08.

[0038] 4. Standard carbon emission data generation The carbon emission factor table is version V2. The carbon emission factor corresponding to carbon emission source identifier C1 is 52.4 kgCO2e / t, applicable from January 1, 2026 to December 31, 2026. The accounting boundary is the asphalt mixture production stage, excluding energy consumption by transport vehicles and on-site construction machinery.

[0039] The carbon emissions from the first standard carbon emission data are 5030.40 kg CO2e. The carbon emissions from the second standard carbon emission data are 6288.00 kg CO2e. The total carbon emissions from the two standard carbon emission data are 11318.40 kg CO2e, which is consistent with the total carbon emissions from the materials before the split.

[0040] 5. Determination of candidate project carbon emission benchmark units The carbon emission data of the first standard overlaps with the carbon emission benchmark unit of the first project in terms of time interval, the overlap length of the chainage is greater than 0, and the material requisition form number and the transportation arrival receipt number are the same. The carbon emission benchmark unit of the first project is determined as the candidate carbon emission benchmark unit for the project.

[0041] The carbon emission data of the second standard meets the same screening criteria as the carbon emission benchmark unit of the second project. The carbon emission benchmark unit of the second project is determined as the candidate carbon emission benchmark unit for the project.

[0042] Each standard carbon emission data point corresponds to only one candidate project carbon emission benchmark unit. 5030.40 kg CO2e is assigned to the first project carbon emission benchmark unit, and 6288.00 kg CO2e is assigned to the second project carbon emission benchmark unit.

[0043] 6. Judgment of Abnormal Emissions According to the construction progress data, the paving work volume of the first carbon emission benchmark unit is 960m², and the paving work volume of the second carbon emission benchmark unit is 1200m².

[0044] The unit carbon emission values ​​for both engineering carbon emission benchmark units are 5.2400 kg CO2e / m².

[0045] The system selected 32 historical unit carbon emission data points. These historical data points corresponded to the same construction stage identifier, road construction procedure identifier, carbon emission source identifier, paving width, and compaction thickness. After deleting records with missing activity level data, the historical average carbon emission per unit of project was 5.3000 kgCO2e / m², which was used as the preset baseline carbon emission value.

[0046] Neither of the two sub-unit carbon emission values ​​exceeded the preset benchmark carbon emission value, and no abnormal engineering carbon emission benchmark unit was generated.

[0047] In summary, the system can convert material supply data across different work sections into standardized engineering data corresponding to different station ranges, and assign the carbon emissions of materials to the corresponding engineering carbon emission benchmark units. The sum of the allocated carbon emissions is consistent with the total carbon emissions before allocation, and each work section forms an independent sub-unit carbon emission value, avoiding the duplicate counting of carbon emissions from the entire batch of materials in multiple work sections.

[0048] Example 3 This embodiment is used to verify the feasibility of allocating mechanical energy consumption and carbon emissions based on time, station number, and business document correlation when the same construction machinery continuously participates in multiple road construction processes.

[0049] 1. Establishment of engineering carbon emission benchmark units A section of road construction project, from K21+400 to K21+900 on the right lane in the downhill direction, was selected. A double-drum roller with equipment number R7 participated in both base course and surface course compaction on May 20, 2026.

[0050] The chainage range of the first project carbon emission benchmark unit is K21+400-K21+650. The construction stage is marked as base construction, and the road construction procedure is marked as base compaction. The stage starts at 13:00 and ends at 14:40.

[0051] The carbon emission benchmark unit of the second project is located at chainage range of K21+600-K21+900. The construction stage is marked as surface layer construction, and the road construction procedure is marked as surface layer compaction. The stage starts at 14:40 and ends at 16:40.

[0052] Both engineering carbon emission benchmark units have route direction markings for the downhill direction, road width markings for the right lane, and carbon emission source markings for the C2.

[0053] The system associates construction progress data with equipment scheduling records, equipment operation records, and process acceptance records to establish two sets of business document identifiers for the project's carbon emission benchmark unit.

[0054] 2. Acquisition and Standardization of Mechanical Energy Consumption Data The mechanical energy consumption management system recorded that the R7 road roller consumed 48L of diesel fuel between 13:20 and 16:20. The equipment positioning terminal recorded the collection time and location coordinates at a sampling period of 1 minute, and after standardization processing, formed a station number trajectory point with a timestamp.

[0055] The road roller was located within the range of K21+430-K21+650 from 13:20 to 14:40, and within the range of K21+600-K21+870 from 14:40 to 16:20. The overall station range corresponding to the mechanical energy consumption data is K21+430-K21+870.

[0056] Standard carbon emission data includes equipment work order number Z17 and equipment dispatch order number D09. Diesel consumption is mapped to carbon emission source identifier C2, and the activity level unit is uniformly liters.

[0057] In the carbon emission factor table, the carbon emission factor corresponding to C2 is 2.68 kgCO2e / L, and the applicable period covers May 20, 2026. The accounting boundary is the carbon emissions generated from the on-site combustion of diesel, excluding carbon emissions during the diesel production and transportation stages.

[0058] The standard carbon emissions for 48L diesel are 128.64kgCO2e.

[0059] 3. Determination of carbon emission benchmark units for candidate projects The time overlap between the standard carbon emission data and the carbon emission benchmark unit of the first project is from 13:20 to 14:40, with an overlap duration of 80 minutes. The overlap range of station numbers is K21+430-K21+650, with an overlap length of 220 meters. Both have the same equipment work order number Z17.

[0060] The time overlap between the standard carbon emission data and the carbon emission benchmark unit of the second project is from 14:40 to 16:20, with an overlap duration of 100 minutes. The overlap range of station numbers is K21+600-K21+870, with an overlap length of 270m. Both have the same equipment work order number Z17 and equipment dispatch order number D09.

[0061] The timestamped station point data indicates that the road roller was located in the corresponding station overlap intervals during the two overlapping time periods. Both the first and second project carbon emission benchmark units were identified as candidate project carbon emission benchmark units.

[0062] 4. Generation of Attribution Matching Weights The duration of the standard carbon emission data is 180 minutes, and the overall chainage range is 440 meters.

[0063] The time overlap ratio of the first project carbon emission benchmark unit is 0.444444, the chainage overlap ratio is 0.500000, and the business document association ratio is 0.500000.

[0064] The time overlap ratio of the carbon emission benchmark unit for the second project is 0.555556, the chainage overlap ratio is 0.613636, and the business document association ratio is 1.000000.

[0065] The weighting coefficients for the time overlap ratio, station number overlap ratio, and business document association ratio were calibrated based on 40 verified mechanical operation records. The calibration process used the average deviation between the attribution allocation results and the manual verification results as the evaluation basis, and determined the three weighting coefficients to be 0.40, 0.35, and 0.25, respectively.

[0066] The matching weight for the first project's carbon emission benchmark unit is 0.477778, and the matching weight for the second project's carbon emission benchmark unit is 0.686995.

[0067] 5. Carbon Emission Allocation The attribution matching weight of the first project carbon emission benchmark unit accounts for 41.02% of the total attribution matching weight, while the attribution matching weight of the second project carbon emission benchmark unit accounts for 58.98%.

[0068] The 128.64 kg CO2e was allocated according to the weighted distribution. The first project carbon emission benchmark unit received 52.77 kg CO2e, and the second project carbon emission benchmark unit received 75.87 kg CO2e. The total of the two allocations is 128.64 kg CO2e.

[0069] 6. Location of Abnormal Emissions According to the construction progress data, the amount of base layer compaction work for the first carbon emission benchmark unit is 1800m², and the amount of surface layer compaction work for the second carbon emission benchmark unit is 1600m².

[0070] The unit carbon emission value of the first project carbon emission benchmark unit is 0.0293 kg CO2e / m², and the unit carbon emission value of the second project carbon emission benchmark unit is 0.0474 kg CO2e / m².

[0071] The system selected 36 complete historical records corresponding to the same equipment type, construction stage, road construction procedure, and carbon emission source. The average carbon emission per unit project for base course compaction was 0.0320 kgCO2e / m², and the average carbon emission per unit project for surface course compaction was 0.0410 kgCO2e / m².

[0072] The carbon emission values ​​of the first project's carbon emission benchmark unit did not exceed the corresponding preset benchmark carbon emission values. The carbon emission values ​​of the second project's carbon emission benchmark unit exceeded the corresponding preset benchmark carbon emission values, with an excess rate of 15.66%.

[0073] The second project carbon emission benchmark unit was identified as the abnormal project carbon emission benchmark unit. The abnormal emission location results include the starting chainage K21+600, the ending chainage K21+900, the surface layer construction, the surface layer compaction, the carbon emission source identification C2, and the excess ratio of 15.66%.

[0074] In summary, the system can generate attribution matching weights based on the time overlap, station overlap, and business document association between mechanical energy consumption data and the carbon emission benchmark units of each project, and allocate mechanical energy consumption carbon emissions according to the weight ratio. The allocation result keeps the total carbon emissions unchanged, and the mechanical energy consumption data corresponds to the actual associated road construction procedures. The abnormal emission location results can be traced to specific station ranges, construction stages, road construction procedures, and carbon emission sources.

[0075] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A smart management and control system for carbon emissions across the entire road engineering chain, characterized in that, include: An engineering carbon emission benchmark unit construction module is used to establish engineering carbon emission benchmark units based on road spatial fields, construction stage identifiers, road construction procedure identifiers, carbon emission source identifiers, and stage time fields; the road spatial fields include a chainage range, and the stage time fields include stage start time and stage end time. A standard carbon emission data generation module is used to acquire multi-source engineering data in the entire chain of road engineering, and to standardize the time field, road space field, business association field, carbon emission source identifier and activity level data in the multi-source engineering data to obtain standardized engineering data. Standard carbon emission data is generated based on the standardized engineering data and the carbon emission factors corresponding to the carbon emission source identifiers; the standard carbon emission data includes a time field, a road space field, a business association field, a carbon emission source identifier, and a carbon emission amount; The carbon emission attribution and allocation module is used to determine the candidate engineering carbon emission benchmark units corresponding to the standard carbon emission data based on the time overlap, road space overlap, and business association between the standard carbon emission data and the engineering carbon emission benchmark units, and to generate the attribution matching weight of each candidate engineering carbon emission benchmark unit corresponding to the standard carbon emission data. The carbon emissions in the standard carbon emission data are allocated to the corresponding candidate engineering carbon emission benchmark units according to the attribution matching weight, to obtain sub-unit carbon emission data; An abnormal emission location module is used to determine the unit carbon emission value of the engineering carbon emission benchmark unit based on the unit carbon emission data, and compare the unit carbon emission value with the corresponding preset benchmark carbon emission value; when the unit carbon emission value exceeds the preset benchmark carbon emission value, the corresponding engineering carbon emission benchmark unit is determined as an abnormal engineering carbon emission benchmark unit, and an abnormal emission location result is generated based on the road space field, construction stage identifier, road construction procedure identifier, and carbon emission source identifier of the abnormal engineering carbon emission benchmark unit.

2. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 1, characterized in that: The stationing boundary of the engineering carbon emission benchmark unit is the boundary of the work section in the construction organization design, and the time boundary is the handover time between adjacent construction stages. When the same road construction process spans more than two work sections, or the same work section spans more than two construction stages, multiple engineering carbon emission benchmark units are established with the stationing boundary and the time boundary respectively.

3. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 1, characterized in that: The road space field also includes route direction markings and road width markings; the route direction markings are either uphill or downhill markings; the road width markings are either left lane markings, right lane markings, median strip markings, or ramp markings.

4. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 1, characterized in that: The multi-source engineering data includes material supply data, transportation scheduling data, mechanical energy consumption data, and construction progress data; the business association field includes a business document identifier, which is selected from material requisition form number, transportation arrival receipt form number, equipment operation form number, and process acceptance form number.

5. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 1, characterized in that: The standardization process includes standardizing the data collection time format, converting coordinate positions to station ranges, mapping carbon emission source identifiers, and converting activity level data units. The units of the activity level data after conversion are consistent with the activity level units of the corresponding carbon emission factors.

6. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 5, characterized in that: When the same multi-source engineering data corresponds to more than two chainage ranges, the standard carbon emission data generation module splits the active level data according to the proportion of the overlapping length of each chainage range to the total overlapping length, and generates standardized engineering data corresponding to different chainage ranges.

7. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 1, characterized in that: The standard carbon emission data generation module selects carbon emission factors according to the carbon emission source identifier, activity level unit, and time field; when the same carbon emission source identifier corresponds to more than two carbon emission factors, the carbon emission factor with the applicable time covering the time field and the latest factor version time is selected.

8. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 4, characterized in that: The candidate project carbon emission benchmark unit is a project carbon emission benchmark unit that simultaneously intersects with the standard carbon emission data in terms of time interval, chainage range, and business document identifier.

9. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 8, characterized in that: The attribution matching weight is generated based on the time overlap ratio, the station number overlap ratio, and the business document association ratio. The time overlap ratio is the proportion of the overlap duration to the duration of the standard carbon emission data. The station number overlap ratio is the proportion of the overlap station length to the station length of the standard carbon emission data. The business document association ratio is the proportion of the number of identical business document identifiers to the total number of business document identifiers in the standard carbon emission data. When the same standard carbon emission data corresponds to two or more candidate project carbon emission benchmark units, the carbon emissions in the standard carbon emission data are allocated according to the proportion of the attribution matching weight of each candidate project carbon emission benchmark unit to the sum of the attribution matching weights.

10. The intelligent management and control system for carbon emissions across the entire road engineering chain according to claim 4, characterized in that: The unit carbon emission value is the ratio of carbon emissions to the project quantity in the unit carbon emission data corresponding to the project carbon emission benchmark unit. The project quantity comes from the construction progress data in the multi-source project data. The preset benchmark carbon emission value is the historical unit project quantity carbon emission average under the same construction stage identifier, the same road construction procedure identifier, and the same carbon emission source identifier. The abnormal emission location result includes the starting station number, the ending station number, the construction stage identifier, the road construction procedure identifier, the carbon emission source identifier, and the excess ratio.

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