CN110807175A - Urban traffic carbon emission measuring and calculating method based on target urban traffic model data - Google Patents
Urban traffic carbon emission measuring and calculating method based on target urban traffic model data Download PDFInfo
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Abstract
The invention relates to a method for measuring and calculating urban traffic carbon emission based on target urban traffic model data, which is a more accurate method for measuring and calculating urban traffic carbon emission based on local traffic model data of a target city, establishes localization and meets the boundary accounting requirement of GPC (Global Protocol for Community-Scale Greenhouse gases investments). The traffic carbon emission measuring and calculating method is more suitable for measuring and calculating the traffic carbon emission of each city in adjacent cities, particularly bead triangle city group areas, and is more suitable for measuring and calculating the carbon emission on a microscopic level.
Description
Technical Field
The invention belongs to the field of urban traffic carbon emission measurement and calculation, and particularly relates to an urban traffic carbon emission measurement and calculation method based on target urban traffic model data.
Background
The traffic is one of three centralized fields (industry, building and traffic) of urban greenhouse gas emission, and for the research on urban traffic carbon emission, the current carbon emission situation, the carbon emission prediction research, the carbon reduction potential analysis, the low-carbon traffic construction planning and the like are all based on the measurement and calculation of the carbon emission. The carbon emission measurement and calculation in the transportation field is to count the carbon emission caused by the energy activities of moving sources, namely various transportation means. Urban transportation is a complex system, and relates to road, rail, water transportation and air transportation, including urban transportation, external transportation and transit transportation, and energy types include oil, electricity, gas, new energy and the like, so carbon emission in the transportation field is always one of important contents in urban carbon emission measurement and calculation research.
Conventional mobile source carbon emission statistical methods generally include a top-down algorithm and a bottom-up algorithm. The former is a calculation method based on fuel consumption, and the algorithm is limited by different statistical calibers of various urban energy sources, so that the consumption of different types of energy sources is difficult to obtain; the bottom-up algorithm is a calculation method based on energy activities of various vehicles, and the carbon emission is calculated according to the activity intensity and unit energy consumption of the vehicles, so that the method is a method commonly adopted in the calculation of the carbon emission of domestic urban traffic at present, and particularly when an annual carbon emission list is calculated.
The algorithm still has two key problems, namely the problem of accounting the boundary and the acquisition of the active data source, and the acquisition mode of the active data source also influences the scientificity of boundary processing.
Aiming at the problems, the invention establishes localization on the basis of the local traffic model data of the target city, and provides a more accurate urban traffic carbon emission measuring and calculating method which meets the GPC (Global Protocol for Community-Scale Greenhouse Gas emissions requirements) boundary accounting requirement. The accounting model is localized, and the urban traffic carbon emission is accounted according to the requirement of a GPC boundary method, which is the reason why the method can realize more accurate measurement and calculation.
Disclosure of Invention
Aiming at the defects of the traditional carbon emission statistical method of the mobile source in the aspects of accounting boundary problem, activity data source acquisition and the like, the invention aims to provide a more accurate urban traffic carbon emission measuring and calculating method based on target urban traffic model data.
The technical scheme of the invention is as follows:
a method for measuring and calculating urban traffic carbon emission based on target urban traffic model data comprises the following steps:
the method comprises the steps that firstly, a target urban traffic model based on a four-stage method is incorporated with data such as mobile phone signaling number, public transport IC card data and road card ports, and activity data of various vehicles in a whole road network are distributed;
secondly, by utilizing GPC, respectively counting the activity level of the cross-border traffic into trips of two cities serving as a starting place and a destination according to an average distribution principle of 50% of the travel distance, and processing the cross-border traffic in the first step;
thirdly, acquiring energy consumption coefficients of various vehicles to calculate the total energy consumption of the vehicles, wherein the calculation formula is as the following formula (1):
F＝∑i,j[Vi,j×Si,j×Ci,j](1)
in the formula: f is total fuel consumption, and the unit is L, kg, m3Etc.; v is the number of vehicles; s is the mileage of each vehicle using a certain fuel, and the unit is km; c is average fuel consumption in units of L/km, kg/km, m3(iii) km, etc.; i is a vehicle type; j is the fuel type;
fourthly, converting various fuel types into standard coal to calibrate CO of various fuel types2An emission factor;
fifthly, the total energy consumption of various vehicles is calculated and CO of various fuel types is calibrated2Emission factor, combined with average low heat generation for each fuel typeThe carbon emission is calculated according to the following formula (2):
E＝∑aFa×Qa×EFa×10-9(2)
in the formula: e is the emission amount of greenhouse gases of a mobile source, and the unit is kg; f is the fuel consumption in kg or m3(ii) a Q is the average lower calorific value of the fuel, kJ/kg or kJ/m3(ii) a EF is an emission factor, kg/TJ; a is the fuel type;
and sixthly, integrating the carbon emission of all the traffic modes to obtain a target urban traffic annual carbon emission basic list and an extended list.
Preferably, the various vehicles include cars, buses, taxis, motorcycles, highway passenger transport, highway freight transport, subways, railway passenger transport, railway freight transport, aviation passenger transport, aviation freight transport, waterway passenger transport, waterway freight transport.
Preferably, the base manifest contains GPC-defined ranges 1 and 2 and the extended manifest contains GPC-defined ranges 1, 2 and 3.
Preferably, the range 1 means that there is direct energy consumption within the urban boundaries, such as cars, buses, motorcycles; the range 2 refers to indirect energy consumption in the urban range, such as the power consumption behaviors of urban subways and intercity tracks; range 3 is city related but discharged outside the city boundaries, such as highway, air, water, etc. across the city boundaries.
Preferably, in the second step, for the cross-border traffic with the driving distance being more than 50% of the total mileage within the city boundary, 50% of the total mileage is taken to be counted into the city carbon emission range 1, and the redundant mileage is not counted into the list range; while cross-border traffic is excluded from the range 1 calculation, i.e. not included in the carbon emissions base list.
Preferably, the fuel types include gasoline, kerosene, diesel, fuel oil, liquefied petroleum gas, and electricity.
Preferably, among them, gasoline, kerosene, diesel oil, fuel oil, liquefied petroleum gas and electric CO2The emission factors are 2.9251kgCO respectively2/kg、3.0179kgCO2/kg、3.0959kgCO2/kg、3.1705kgCO2/kg、3.1013kgCO2Kg and 7.14tCO2Ten thousand kwh.
Compared with the prior art, the invention has the advantages that:
1) the traffic carbon emission measuring and calculating method is based on target urban traffic model data, and can accurately measure and calculate the carbon emission of cross-border traffic. The passenger and freight transportation of the highway is the part with the largest carbon emission proportion of urban traffic, the part which is most influenced by urban boundary problems, and the field with the largest carbon reduction potential of the urban traffic. The traffic model data source-based measuring and calculating method can solve the problems, and is more suitable for measuring and calculating the traffic carbon emission of each city in adjacent cities, particularly bead triangle urban area.
2) The traffic carbon emission measuring and calculating method can enable the carbon emission measuring and calculating of the passenger car to be more refined. The average driving mileage of the passenger car in the areas with obvious traffic characteristic differences, such as the central area, the suburban area, the peripheral area and the like, can be obtained by utilizing the traffic model data, and the carbon emission of the regional passenger car can be measured and calculated according to the average driving mileage, so that the traffic carbon emission list is more refined. The method for measuring and calculating the subareas and even the method for measuring and calculating the carbon emission of the administrative districts can more easily decompose the urban carbon emission target in the future and bring the urban carbon emission target into the administrative district management system, so that the establishment of a gradually improved implementation mechanism of the city in the aspect of low-carbon traffic construction is promoted.
3) The traffic carbon emission measuring and calculating method is easier to measure and calculate the carbon reduction amount caused by mode transfer. The carbon emission measurement and calculation of subways and conventional buses can only measure and calculate the annual carbon emission amount of the subways and the conventional buses by a statistical data-based method, a more specific measurement and calculation mode is required for the transfer from individual traffic to a low-carbon intensive traffic mode under the background of continuous improvement of a low-carbon incentive mechanism, and a certain value is given to a carbon reduction subject by measuring and calculating the carbon reduction contribution. The traffic carbon emission measuring and calculating method is more suitable for measuring and calculating carbon emission on a microscopic level.
Drawings
FIG. 1 is a technical roadmap;
FIG. 2 urban greenhouse gas emission ranges;
FIG. 3 is a schematic diagram of a Guangzhou traffic model system;
FIG. 4 is a diagram of a traffic model architecture for Guangzhou City;
FIG. 5 a cross-border traffic activity level assignment methodology.
Detailed Description
The present invention is further illustrated by the following examples, which are not intended to limit the invention to these embodiments. It will be appreciated by those skilled in the art that the present invention encompasses all alternatives, modifications and equivalents as may be included within the scope of the claims.
The construction and operation of the present invention will be described in detail with reference to the accompanying drawings.
Formula of measurement and calculation
The method calculates the annual traffic carbon emission list in a mode of acquiring activity intensity of various vehicles based on traffic model data of Guangzhou city.
The calculation of the carbon emissions of the vehicle is related to the emission factor of the vehicle and the moving source activity data. Urban transportation means are mainly divided into cars, buses, taxies, motorcycles, buses (highway passenger transport), trucks (highway freight transport), subways, railway passenger transport, railway freight transport, aviation passenger transport, aviation freight transport, waterway passenger transport, waterway freight transport and the like. The calculation model is as follows:
E＝∑aFa×Qa×EFa×10-9
in the formula: e is the emission amount of greenhouse gases of a mobile source, and the unit is kg; f is the fuel consumption in kg or m3(ii) a Q is the average lower calorific value of the fuel, kJ/kg or kJ/m3(ii) a EF is an emission factor, kg/TJ; a is a fuel type, such as gasoline, diesel, natural gas, and the like.
The fuel data may be derived from mobile source activity data:
F＝∑i,j[Vi,j×Si,j×Ci,j]
in the formula: f is total fuel consumption, and the unit is L, kg, m3Etc.; v is the number of vehicles; s is done annually for each vehicle using a certain fuelThe mileage of driving is km; c is average fuel consumption in units of L/km, kg/km, m3(iii) km, etc.; i is a vehicle type; j is the fuel type.
Since vehicles may generate carbon emissions across regional boundaries, resulting in large errors in carbon emissions measurements and difficult lateral comparisons, GPC defines three accounting ranges for all moving sources to distinguish emissions lists, as shown in fig. 1-2. Wherein the range 1 means that direct energy consumption exists within the range of urban boundaries, such as urban cars, buses and motorcycles; the range 2 refers to indirect energy consumption in the urban range, such as the power consumption behaviors of urban subways and intercity tracks; range 3 is city related but discharged outside the city boundaries, such as highway, air, water, etc. across the city boundaries. The city carbon emission list generally refers to the annual carbon emission of a city, and two measurement results are provided correspondingly, including a basic list (including range 1 and range 2) and an extended list (including range 1, range 2 and range 3).
Coefficient of energy consumption acquisition
At present, LPG (liquefied petroleum gas) buses and taxies are basically popularized, the method refers to relevant researches, the energy consumption level of the LPG buses is about 62L/hundred kilometers, and the energy consumption coefficient of the LPG taxies is 11.5L/hundred kilometers. Other vehicles refer to the energy consumption coefficient of the same type of vehicles in China for value taking, and the specific numerical value is shown in table 1. Because the vehicle efficiency improvement condition of the highway passenger vehicle is better in the last decade, the energy consumption coefficient of the highway passenger vehicle is reduced relative to the reference document; referring to the ratio of railway and highway freight energy consumption, the railway passenger transport energy consumption value is 50% of the highway passenger transport energy consumption; and referring to the proportion of the energy consumption of the waterway to the energy consumption of the railway freight transportation, the value of the energy consumption of the waterway passenger transportation is 10 percent of that of the railway passenger transportation.
TABLE 1 Guangzhou City status quoting of energy consumption coefficient of various vehicles
Emission factor calibration
According to the energy statistics, the emission factor 2.4567tCO of the standard coal is calculated2e/standard coal. According to the general rule of comprehensive energy consumption calculation (GB/T2589 + 2008) and the provincial greenhouse gas compilation guide, determining CO generated by energy consumption of each vehicle2The emission factors are shown in table 2. The transportation means such as subway and electric train use the electric wire netting to supply power, its power consumption unit energy consumption is about 0.3316kgce/kwh, the carbon emission factor is 7.14tCO2Ten thousand kwh.
TABLE 2 Guangzhou City traffic industry energy consumption emission factor values
Vehicle activity data acquisition based on Guangzhou city traffic model
(1) Guangzhou city traffic model system
As shown in fig. 3-4, the Guangzhou city traffic planning model developed in the last thirty years, forms four hierarchies including an area model, a strategic model (i.e., the city model in the drawings), a road model and a public transportation model. The road allocation model adopts 1600 partition systems and is used for allocating 6 vehicle types including 4 individual traffic modes (passenger car, motor car, taxi and motorcycle) and 2 freight traffic modes (small truck and large truck). The coverage range of a basic information base of the model is expanded from a Guangzhou central area to a Guangfu city circle and even the whole Zhujiang triangle, the travel survey of residents in 2005, the 'Liupu' data in 2010 and the new round of travel survey of residents in 2017 gradually enrich the database information, the content covers population distribution, employment position distribution and resident travel characteristics, and a solid data base can be provided for the carbon emission accounting model.
(2) GPC city activity method for processing cross-border traffic
As shown in fig. 5, GPC proposes that the traffic activity level is measured by an urban activity method, that is, based on an OD distribution result, which can classify the cross-border traffic in a city into four categories, i.e., a trip from inside to outside the city, a trip from outside to inside the city, a cross-border trip with an intermediate stop inside the city, which is from outside to outside the city, and a cross-border trip which is from outside to outside the city and which is directly passed inside the city, for traffic activities within a range of three, depending on the OD and the route.
The GPC calculates the activity level of cross-border traffic into the discharge and carbon emission estimation of two cities as the departure place and the destination, respectively, according to the average distribution rule of 50% of the travel distance. For the carbon emission estimation target city, for the cross-border traffic with the travel distance within the city boundary being less than 50% of the total mileage, within the 50% traffic exit, the part of the traffic exit occurring within the city boundary belongs to the range one, and the rest of the traffic exit occurring outside the boundary belongs to the range three (as the exit (1) in fig. 5). For cross-border traffic with a travel distance greater than 50% of the total mileage within the city boundary, 50% of the total mileage is taken to be included in the city carbon emission range one (as trip (2) in fig. 5), and the surplus mileage is not included in the list range (as part a in fig. 5). While transit (i.e., travel where neither the origin nor the destination is the target reckoning city) is excluded from range one calculations, i.e., not included in the carbon emissions base list.
Due to the limitation of a conventional statistical system, urban cross-boundary traffic problems are difficult to distinguish by using statistical data, and carbon emission measurement and calculation of the cross-boundary problems can be further accurate by using a traffic model according to an urban activity method provided by GPC.
(3) Urban traffic carbon emission measuring and calculating method based on Guangzhou city traffic model data
The method comprises the steps that firstly, based on a four-stage method Guangzhou city traffic model, data such as mobile phone signaling number, public transport IC card data and road card openings are included, and activity data of various traffic transport means of a whole road network are distributed;
the various urban transportation means mainly comprise cars, buses, taxies, motorcycles, highway passenger transport, highway freight transport, subways, railway passenger transport, railway freight transport, aviation passenger transport, aviation freight transport, waterway passenger transport, waterway freight transport and the like;
secondly, by utilizing GPC, respectively counting the activity level of the cross-border traffic into trips of two cities serving as a starting place and a destination according to an average distribution principle of 50% of the travel distance, and processing the cross-border traffic in the first step;
for cross-border traffic with a travel distance greater than 50% of the total mileage within the city boundary, 50% of the total mileage is taken to be included in the city carbon emission range one (as trip (2) in fig. 5), and the surplus mileage is not included in the list range (as part a in fig. 5). While transit (i.e. the travel of the departure place and the destination are not the target measuring and calculating city) is excluded from the calculation of the range one, i.e. the carbon emission basic list is not included;
thirdly, acquiring the energy consumption coefficient of the urban transportation means to calculate the total energy consumption of each transportation means, wherein the calculation formula is as follows (1):
F＝∑i,j[Vi,j×Si,j×Ci,j](1)
in the formula: f is total fuel consumption, and the unit is L, kg, m3Etc.; v is the number of vehicles; s is the mileage of each vehicle using a certain fuel, and the unit is km; c is average fuel consumption in units of L/km, kg/km, m3(iii) km, etc.; i is a vehicle type; j is a fuel type such as gasoline, kerosene, diesel oil, fuel oil, liquefied petroleum gas, electricity, and the like;
fourthly, converting various fuel types into standard coal to calibrate CO of various fuel types2Emission factors, the fuel types comprise gasoline, kerosene, diesel oil, fuel oil, liquefied petroleum gas and electricity, wherein the CO of the gasoline, the kerosene, the diesel oil, the fuel oil, the liquefied petroleum gas and the electricity2The emission factors are 2.9251kgCO respectively2/kg、3.0179kgCO2/kg、3.0959kgCO2/kg、3.1705kgCO2/kg、3.1013kgCO2Kg and 7.14tCO2Ten thousand kwh;
fifthly, the total energy consumption of each transportation means and the CO of each fuel type after calibration are used2And (3) calculating the carbon emission amount by combining the emission factor and the average lower calorific value of the fuel type, wherein the calculation formula is as follows (2):
E＝∑aFa×Qa×EFa×10-9(2)
in the formula: e is the emission of greenhouse gases from mobile sources inIs kg; f is the fuel consumption in kg or m3(ii) a Q is the average lower calorific value of the fuel, kJ/kg or kJ/m3(ii) a EF is an emission factor, kg/TJ; a is a fuel type, such as gasoline, kerosene, diesel oil, fuel oil, liquefied petroleum gas, electricity and the like;
and sixthly, integrating the carbon emission of each traffic mode to obtain a basic list and an extended list of the annual carbon emission of the urban traffic.
As can be seen from the examples, the invention has the following advantages compared with the prior art:
1) the traffic carbon emission measuring and calculating method is based on target urban traffic model data, and can accurately measure and calculate the carbon emission of cross-border traffic. The passenger and freight transportation of the highway is the part with the largest carbon emission proportion of urban traffic, the part which is most influenced by urban boundary problems, and the field with the largest carbon reduction potential of the urban traffic. The traffic model data source-based measuring and calculating method can solve the problems, and is more suitable for measuring and calculating the traffic carbon emission of each city in adjacent cities, particularly bead triangle urban area.
2) The traffic carbon emission measuring and calculating method can enable the carbon emission measuring and calculating of the passenger car to be more refined. The average driving mileage of the passenger car in the areas with obvious traffic characteristic differences, such as the central area, the suburban area, the peripheral area and the like, can be obtained by utilizing the traffic model data, and the carbon emission of the regional passenger car can be measured and calculated according to the average driving mileage, so that the traffic carbon emission list is more refined. The method for measuring and calculating the subareas and even the method for measuring and calculating the carbon emission of the administrative districts can more easily decompose the urban carbon emission target in the future and bring the urban carbon emission target into the administrative district management system, so that the establishment of a gradually improved implementation mechanism of the city in the aspect of low-carbon traffic construction is promoted.
3) The traffic carbon emission measuring and calculating method is easier to measure and calculate the carbon reduction amount caused by mode transfer. The carbon emission measurement and calculation of subways and conventional buses can only measure and calculate the annual carbon emission amount of the subways and the conventional buses by a statistical data-based method, a more specific measurement and calculation mode is required for the transfer from individual traffic to a low-carbon intensive traffic mode under the background of continuous improvement of a low-carbon incentive mechanism, and a certain value is given to a carbon reduction subject by measuring and calculating the carbon reduction contribution. The traffic carbon emission measuring and calculating method is more suitable for measuring and calculating carbon emission on a microscopic level.
It should be understood that the steps of the methods described herein are merely exemplary and no particular requirement is placed on the chronological order in which they are performed unless they are themselves necessarily sequential.
While the present invention has been described with reference to a limited number of embodiments and drawings, as described above, various modifications and changes will become apparent to those skilled in the art to which the present invention pertains. Accordingly, other embodiments are within the scope and spirit of the following claims and equivalents thereto.
Claims (7)
1. A method for measuring and calculating urban traffic carbon emission based on target urban traffic model data is characterized by comprising the following steps:
the method comprises the steps that firstly, a target urban traffic model based on a four-stage method is incorporated with data such as mobile phone signaling number, public transport IC card data and road card ports, and activity data of various vehicles in a whole road network are distributed;
secondly, by utilizing GPC, respectively counting the activity level of the cross-border traffic into trips of two cities serving as a starting place and a destination according to an average distribution principle of 50% of the travel distance, and processing the cross-border traffic in the first step;
thirdly, acquiring energy consumption coefficients of various vehicles to calculate the total energy consumption of the vehicles, wherein the calculation formula is as the following formula (1):
F＝∑i,j[Vi,j×Si,j×Ci,j](1)
in the formula: f is total fuel consumption, and the unit is L, kg, m3Etc.; v is the number of vehicles; s is the mileage of each vehicle using a certain fuel, and the unit is km; c is average fuel consumption in units of L/km, kg/km, m3(iii) km, etc.; i is a vehicle type; j is the fuel type;
fourthly, converting various fuel types into standard coal to calibrate CO of various fuel types2An emission factor;
fifthly, the total energy consumption of various vehicles is calculated and CO of various fuel types is calibrated2And the emission factor is combined with the average lower calorific value of each fuel type to calculate the carbon emission, and the calculation formula is as the following formula (2):
E＝∑aFa×Qa×EFa×10-9(2)
in the formula: e is the emission amount of greenhouse gases of a mobile source, and the unit is kg; f is the fuel consumption in kg or m3(ii) a Q is the average lower calorific value of the fuel, kJ/kg or kJ/m3(ii) a EF is an emission factor, kg/TJ; a is the fuel type;
and sixthly, integrating the carbon emission of all the traffic modes to obtain a target urban traffic annual carbon emission basic list and an extended list.
2. The method for urban traffic carbon emission estimation and calculation based on target urban traffic model data according to claim 1, characterized in that, the various vehicles include cars, buses, taxis, motorcycles, highway passenger transport, highway freight transport, subways, railway passenger transport, railway freight transport, aviation passenger transport, aviation freight transport, waterway passenger transport, waterway freight transport.
3. The method for urban traffic carbon emission estimation based on target urban traffic model data according to any of claims 1 to 2, characterized in that the base list comprises range 1 and range 2 defined by GPC, and the extended list comprises range 1, range 2 and range 3 defined by GPC.
4. The method for urban traffic carbon emission measurement and calculation based on target urban traffic model data according to claim 3, wherein the range 1 means that there is direct energy consumption within the urban boundary range, such as urban cars, buses, motorcycles; the range 2 refers to indirect energy consumption in the urban range, such as the power consumption behaviors of urban subways and intercity tracks; range 3 is city related but discharged outside the city boundaries, such as highway, air, water, etc. across the city boundaries.
5. The urban traffic carbon emission measurement and calculation method based on target urban traffic model data according to any one of claims 1 to 4, wherein in the second step, for the transboundary traffic whose travel distance is greater than 50% of the total mileage within the urban boundary, 50% of the total mileage is taken to be included in the urban carbon emission range 1, and the excess mileage is not included in the list range; while cross-border traffic is excluded from the range 1 calculation, i.e. not included in the carbon emissions base list.
6. Urban traffic carbon emission estimation method based on target urban traffic model data according to any of the claims 1 to 5, characterized in that the fuel type comprises gasoline, kerosene, diesel, fuel oil, liquefied petroleum gas and electricity.
7. The urban traffic carbon emission measurement and calculation method based on target urban traffic model data according to any one of claim 4, wherein the CO of gasoline, kerosene, diesel oil, fuel oil, liquefied petroleum gas and electricity2The emission factors are 2.9251kgCO respectively2/kg、3.0179kgCO2/kg、3.0959kgCO2/kg、3.1705kgCO2/kg、3.1013kgCO2Kg and 7.14tCO2Ten thousand kwh.
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