CN116890885A - Rail transit vehicle and carbon emission calculation method and system thereof - Google Patents
Rail transit vehicle and carbon emission calculation method and system thereof Download PDFInfo
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- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 title claims abstract description 106
- 229910052799 carbon Inorganic materials 0.000 title claims abstract description 101
- 238000004364 calculation method Methods 0.000 title claims abstract description 35
- 238000004146 energy storage Methods 0.000 claims description 64
- 239000007788 liquid Substances 0.000 claims description 13
- 238000000034 method Methods 0.000 claims description 13
- 239000000446 fuel Substances 0.000 claims description 11
- 239000000295 fuel oil Substances 0.000 claims description 7
- 238000005070 sampling Methods 0.000 claims description 6
- 238000010438 heat treatment Methods 0.000 claims description 5
- 239000002828 fuel tank Substances 0.000 claims description 4
- 230000003647 oxidation Effects 0.000 claims description 4
- 238000007254 oxidation reaction Methods 0.000 claims description 4
- 239000003921 oil Substances 0.000 claims 1
- 239000002283 diesel fuel Substances 0.000 description 5
- 230000003137 locomotive effect Effects 0.000 description 5
- 230000005611 electricity Effects 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000003763 carbonization Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002803 fossil fuel Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006386 neutralization reaction Methods 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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Abstract
The application discloses a rail transit vehicle and a carbon emission calculation method and system thereof, wherein the calculation method comprises the steps of respectively obtaining a voltage value and a current value on a power cable between machines by utilizing a voltage sensor and a current sensor; determining a working mode of the vehicle according to the obtained voltage value and current value; and calculating the carbon emission in different working modes. According to the application, the working mode of the vehicle is identified according to the voltage value and the current value on the power cable, and then the carbon emission in different working modes is calculated, so that the automatic calculation of the carbon emission of the rail transit vehicle is realized, the calculation efficiency and the calculation accuracy of the carbon emission are greatly improved, and the calculation cost is reduced.
Description
Technical Field
The application belongs to the technical field of rail transit vehicles, and particularly relates to a rail transit vehicle and a carbon emission calculation method and system thereof.
Background
The rail transit vehicle is taken as a green transit tool provided for the whole people, and makes an excellent contribution to the reduction of carbon emission per capita in the travel process of the whole people, but in view of the fact that the energy consumption of large-scale transit tools such as rolling stock and the like is still huge, only the energy efficiency and the carbon emission intensity of the rail transit vehicle can be accurately evaluated, and data support can be provided for rail transit products with lower carbon in the future.
The statistics of carbon emission data in the traditional locomotive running is more performed in a manual statistics mode, a large amount of manpower and material resources are required to be consumed, and the accuracy of the data is difficult to be ensured, so that a calculation method of carbon emission in the locomotive running needs to be developed, and the carbon emission data generated in the locomotive running can be timely and accurately counted.
Disclosure of Invention
The application aims to provide a rail transit vehicle and a carbon emission calculation method and system thereof, which are used for solving the problems that a large amount of manpower and material resources are consumed for manually counting carbon emission data in the running process of a locomotive, and the accuracy is difficult to guarantee.
The application solves the technical problems by the following technical scheme: a carbon emission calculation method for calculating carbon emissions during operation of a rail transit vehicle, the calculation method comprising the steps of:
acquiring a voltage value and a current value on a power cable between machines;
determining the working mode of the vehicle according to the voltage value and the current value;
and calculating the carbon emission in different working modes.
Further, the voltage value on the power cable comprises an I-end contact network voltage, an II-end contact network voltage, a power energy storage source two-end voltage and a generator output voltage; the current value on the power cable comprises the current passing through the high-voltage cable at the end I, the current passing through the high-voltage cable at the end II, the power energy storage source output current and the generator output current.
Further, determining the working mode of the vehicle according to the voltage value and the current value specifically includes:
when the current passing through the I-end contact network voltage and the I-end high-voltage cable is not zero, the current passing through the II-end contact network voltage, the voltage at two ends of the power energy storage source, the output voltage of the generator, the current passing through the II-end high-voltage cable, the output current of the power energy storage source and the output current of the generator are all zero, or the current passing through the II-end contact network voltage and the II-end high-voltage cable is not zero, the current passing through the I-end contact network voltage, the current passing through the I-end high-voltage cable, the output current of the power energy storage source and the output current of the generator are all zero, or the working mode of the vehicle is a contact network mode;
when the voltage at two ends of the power energy storage source and the output current of the power energy storage source are both different from zero, the voltage at the end contact network of the vehicle is equal to the voltage at the other end, the output voltage of the generator is equal to the voltage at the other end, the current passing through the high-voltage cable at the other end and the output current of the generator are both zero, the working mode of the vehicle is the power energy storage source mode;
when the output voltage and the output current of the generator are both greater than zero, the voltage of the end contact network at the I end, the voltage of the end contact network at the II end, the voltage of the two ends of the power energy storage source, the current passing through the high-voltage cable at the I end, the current passing through the high-voltage cable at the II end and the output current of the power energy storage source are both zero, the working mode of the vehicle is a diesel mode;
when the voltage of the end contact network, the voltage of the two ends of the power energy storage source, the current of the high-voltage cable of the end contact network and the output current of the power energy storage source are all not zero, the voltage of the output of the generator, the current of the high-voltage cable of the end contact network and the output current of the generator are all zero, or the voltage of the two ends of the power energy storage source, the current of the high-voltage cable of the end contact network and the output current of the power energy storage source are all not zero, the voltage of the end contact network, the output voltage of the generator, the current of the high-voltage cable of the end contact network and the output current of the generator are all zero, or the voltage of the contact network is contacted with the I end, the voltage of the contact network is contacted with the II end, the current of the high-voltage cable at the I end, the current of the high-voltage cable at the II end, the voltage at the two ends of the power energy storage source and the output current of the power energy storage source are all different from zero, and the output voltage of the generator and the output current of the generator are both zero, and the working mode of the vehicle is a contact network mode and a power energy storage source mode;
when the output voltage and the output current of the generator are both greater than zero, the current passing through the I-end contact network voltage and the I-end high-voltage cable is not zero, the current passing through the II-end contact network voltage, the power energy storage source voltage and the current passing through the II-end high-voltage cable are both zero, or the output voltage and the output current of the generator are both greater than zero, the current passing through the II-end contact network voltage and the II-end high-voltage cable is not zero, the current passing through the I-end contact network voltage, the power energy storage source voltage and the current passing through the I-end high-voltage cable are both greater than zero, the current passing through the I-end contact network voltage and the current passing through the II-end high-voltage cable are both not zero, or the contact network mode of the vehicle is a +diesel mode;
when the output voltage and the output current of the generator are both greater than zero, the voltage at two ends of the power energy storage source and the output current of the power energy storage source are both different from zero, the voltage of the I-end contact network, the voltage of the II-end contact network, the current passing through the I-end high-voltage cable and the current passing through the II-end high-voltage cable are both zero, and the working mode of the vehicle is a diesel engine mode and a power energy storage source mode;
when the output voltage and the output current of the generator are both greater than zero, the voltage at the two ends of the power storage source and the output current of the power storage source are both not zero, the sum of the voltage at the two ends of the power storage source and the output current of the power storage source is both zero, or the voltage at the output end of the generator and the output current of the generator are both greater than zero, the voltage at the two ends of the power storage source and the output current of the power storage source are both not zero, the voltage at the two ends of the power storage source and the output current of the power storage source are both greater than zero, or the voltage at the two ends of the power storage source and the output current of the power storage source are both greater than zero, the current at the two ends of the power storage source and the output current of the power storage source are both not zero, or the current at the two ends of the power storage source and the output current of the power storage source are both not zero, and the working mode of the vehicle is a contact net mode+a diesel mode+a power storage mode.
Further, when the working mode of the vehicle is the catenary mode, the carbon emission generated by the vehicle is indirect emission, and the specific calculation formula is as follows:
wherein E is J For the carbon emission of vehicles running in the contact net mode, U 01(i) For the I-th acquisition of the I-terminal contact network voltage, I 01(i) For the current passing through the i-terminal high-voltage cable acquired for the ith time, t 01(i) For the time interval between the ith and the (i + 1) th acquisitions,in order to ensure that the I-end contact network receives current in the contact network mode, n1 is the sampling times of the I-end contact network voltage and the current passing through the I-end high-voltage cable; u (U) 02(i) For the ii-terminal contact network voltage acquired for the ith time, I 02(i) The current t passing through the II-end high-voltage cable for the ith acquisition 02(i) For the time interval between the ith and the (i+1) th acquisitions,/for the time interval between the (i) th and the (i+1) th acquisitions>In order to ensure that the II-end contact network receives current in the contact network mode, n2 is the sampling times of the voltage of the II-end contact network and the current passing through the II-end high-voltage cable; τ is the annual average power supply and emission factor of the power grid in the vehicle operation area;
when the working mode of the vehicle is a power energy storage source mode, the carbon emission generated by the vehicle is not counted, namely, the carbon emission generated by the vehicle is 0;
when the working mode of the vehicle is a diesel engine mode, the carbon emission generated by the vehicle is direct emission, and the specific calculation formula is as follows:
E C ＝(D 011 -D 012 )×ρ×Q d ×C Δ xηx44/12 where E C For the carbon emission of the vehicle in the diesel mode, ρ is the fuel density, Q d Is the low-position heating value of fuel oil, C Δ Is the carbon content of the unit heat value of the fuel oil, eta is the carbon oxidation rate of the fuel oil, and D 011 For fuel volume at the start of diesel mode, D 012 Fuel volume at the end of diesel mode;
when the working mode of the vehicle is the contact net mode and the power energy storage source mode, the carbon emission generated by the vehicle is E J ；
When the working mode of the vehicle is the contact net mode and the diesel engine mode, the specific calculation formula of the carbon emission generated by the vehicle is as follows:
E JC ＝E J +E C
wherein E is JC Carbon emission of the vehicle in a contact net mode and a diesel engine mode;
when the working mode of the vehicle is a diesel engine mode and a power energy storage source mode, the carbon emission generated by the vehicle is E C ；
When the working mode of the vehicle is contact net mode, diesel engine mode and power energy storage source mode, the carbon emission generated by the vehicle is E JC 。
Based on the same conception, the application also provides a carbon emission calculation system for calculating carbon emission in the running process of rail transit vehicles, which comprises:
the first voltage sensor is used for collecting the voltage of the contact network at the I end;
the second voltage sensor is used for collecting the voltage of the II-end contact network;
the third voltage sensor is used for collecting voltages at two ends of the power energy storage source;
the fourth voltage sensor is used for collecting the output voltage of the generator;
the first current sensor is used for collecting the current passing through the high-voltage cable at the end I;
the second current sensor is used for collecting the current passing through the high-voltage cable at the II end;
the third current sensor is used for collecting the output current of the power energy storage source;
the fourth current sensor is used for collecting the output current of the generator;
the liquid level sensor is used for collecting the liquid level of the fuel tank of the diesel engine;
the control module is used for acquiring voltage values acquired by the first voltage sensor, the second voltage sensor, the third voltage sensor and the fourth voltage sensor, acquiring current values acquired by the first current sensor, the second current sensor, the third current sensor and the fourth current sensor, determining the working mode of the vehicle according to the voltage values and the current values, and calculating the carbon emission under different working modes.
Further, the power energy storage source is a storage battery.
Further, the control module is a train control management system TCMS or a newly added controller.
Based on the same conception, the application also provides a rail transit vehicle comprising the carbon emission calculation system.
Advantageous effects
Compared with the prior art, the application has the advantages that:
according to the application, the working mode of the vehicle is identified according to the voltage value and the current value on the power cable, then the carbon emission in different working modes is calculated, the automatic calculation of the carbon emission of the rail transit vehicle is realized, the calculation efficiency and the calculation accuracy of the carbon emission are greatly improved, the calculation cost is reduced, and the data support is provided for realizing the overall aim of the carbon neutralization of the full value chain.
Drawings
In order to more clearly illustrate the technical solutions of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawing in the description below is only one embodiment of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for calculating carbon emissions in an embodiment of the present application;
FIG. 2 is a schematic illustration of the mounting of sensors on a vehicle in an embodiment of the application;
fig. 3 is a schematic diagram of the system operation in an embodiment of the application.
Detailed Description
The following description of the embodiments of the present application will be made more apparent and fully by reference to the accompanying drawings, in which it is shown, however, only some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
The technical scheme of the application is described in detail below by specific examples. The following embodiments may be combined with each other, and some embodiments may not be repeated for the same or similar concepts or processes.
As shown in fig. 1, the method for calculating carbon emission provided by the embodiment of the application is used for calculating carbon emission in the running process of a rail transit vehicle, and comprises the following steps:
step 1: acquiring a voltage value and a current value on a power cable between machines;
step 2: determining the working mode of the vehicle according to the voltage value and the current value obtained in the step 1;
step 3: and calculating the carbon emission in different working modes.
In the step 1, a voltage sensor is used for collecting a voltage value on the power cable between machines, and a current sensor is used for collecting a current value on the power cable between machines. The voltage sensor comprises a first voltage sensor U 01 Second voltage sensor U 02 Third voltage sensor U 03 And a fourth voltage sensor U 04 First voltage sensor U 01 For collecting the voltage of the contact network at the I end and a second voltage sensor U 02 A third voltage sensor U is used for collecting the voltage of the contact network at the two ends 03 A fourth voltage sensor U for gathering power energy storage source both ends voltage 04 For collecting the power of the generatorAnd (5) outputting a voltage. The current sensor comprises a first current sensor I 01 Second current sensor I 02 Third current sensor I 03 And a fourth current sensor I 04 First current sensor I 01 A second current sensor I is used for collecting the current passing through the high-voltage cable at the end I 02 A third current sensor I for collecting the current passing through the high-voltage cable at the end II 03 A fourth current sensor I for collecting output current of the power energy storage source 04 The method is used for collecting the output current of the generator. Voltage sensor U 01 ～U 04 Current sensor I 01 ～I 04 The specific installation position of (a) is shown in FIG. 2, D 01 Indicating a liquid level sensor, a liquid level sensor D 01 The liquid level sensor is used for collecting a liquid level value in a fuel tank of the diesel engine; m represents a generator. In this embodiment, the power energy storage source is a battery pack, so the third voltage sensor U 03 A third current sensor I for collecting the voltages at two ends of the storage battery 03 The method is used for collecting the output current of the storage battery.
In step 2, according to each voltage sensor U in step 1 01 ～U 04 Collected voltage values and current sensors I 01 ～I 04 The collected current values judge the working mode of the vehicle, and specific judging standards are shown in table 1.
TABLE 1 determination of vehicle operating modes based on voltage and current values
In Table 1, U 01 The voltage of the I-end contact network collected by the first voltage sensor is represented, U 02 Indicating the voltage of the second voltage sensor collected II-end contact network, U 03 The voltages at two ends of the power energy storage source collected by the third voltage sensor are represented, U 04 Representing a fourth voltage sensor acquisitionIs the generator output voltage of I 01 Representing the current passing through the high-voltage cable at the end I acquired by the first current sensor, I 02 Representing the current passing through the high-voltage cable at the end II acquired by the second current sensor, I 03 Represents the output current of the power energy storage source acquired by the third current sensor, I 04 Representing the generator output current collected by the fourth current sensor. In this embodiment, the current flow direction is defined according to the positive or negative of the current value collected by the current sensor, for example, when the contact network at the end of the current I or the contact network at the end of the current I receives current 01 Or current I 02 Is positive; when regenerative braking feedback, current I is defined 01 Or current I 02 Is negative.
In step 3, the vehicle has different working modes and different calculation modes of the carbon emission. At present, vehicles mainly acquire energy through a contact net or an internal combustion locomotive, and the energy acquired from the contact net or a third rail does not directly generate emission, so that the generated carbon emission is indirect emission; and in the internal combustion mode, energy is obtained by combusting diesel oil, and the energy belongs to direct emission, so that the generated carbon emission is direct emission. That is, in this embodiment, when the vehicle is operating in the catenary mode, since the vehicle itself does not generate carbon emissions, but carbon emissions are generated when the power plant generates electricity and supplies power to the catenary, the carbon emissions in the catenary mode are indirect emissions, that is, the indirect emissions refer to carbon emissions generated when the vehicle receives current from the outside (that is, electricity is taken from the catenary), and the direct emissions refer to carbon emissions generated when the diesel engine of the vehicle generates energy by combusting diesel, which are mainly calculated according to the consumption of diesel.
When the working mode of the vehicle is the contact net mode, the carbon emission generated by the vehicle is indirect emission, and the specific calculation formula of the carbon emission under the single contact net mode is as follows:
wherein E is J For the carbon emission of vehicles running in the contact net mode, the unit is tCO 2 (i.e., tons of carbon dioxide); u (U) 01(i) Is the firstThe I-side contact network voltage acquired for i times is in the unit of V; i 01(i) The unit of the current passing through the i-terminal high-voltage cable acquired for the ith time is A; t is t 01(i) For the time interval between the ith and the (i + 1) th acquisitions,in order to ensure that the current receiving time of the I-end contact network is h when the contact network is in a contact network mode, n1 is the sampling times of the I-end contact network voltage and the current passing through the I-end high-voltage cable under a single contact network mode; u (U) 02(i) The voltage of the second-end contact network acquired for the ith time is expressed as V; i 02(i) The unit of the current passing through the high-voltage cable at the II end acquired for the ith time is A; t is t 02(i) For the time interval between the ith and the (i+1) th acquisitions,/for the time interval between the (i) th and the (i+1) th acquisitions>In order to ensure that the current receiving time of the II-end contact network is h when the contact network is in a contact network mode, n2 is the sampling times of the voltage of the II-end contact network and the current passing through the II-end high-voltage cable under a single contact network mode; τ is the annual average power supply and emission factor of the vehicle operation area power grid.
According to formula (1), the indirect carbon emission of the vehicle when getting electricity from the contact net is equal to the energy consumption generated in the running of the vehicle x the annual average power supply emission factor of the power grid in the running area of the vehicle, and tau in different areas are different and issued by relevant departments of China, for example, the annual average power supply emission factor of the power grid in North China is 0.7669tCO 2 /MWh。
When the operation mode of the vehicle is the battery mode, the vehicle does not generate carbon emissions, and thus the amount of carbon emissions generated by the vehicle, that is, the amount of carbon emissions generated by the vehicle is 0, is not counted.
When the working mode of the vehicle is a diesel engine mode, the carbon emission generated by the vehicle is direct emission, and the specific calculation formula of the carbon emission in a single diesel engine mode is as follows:
E C ＝(D 011 -D 012 )×ρ×Q d ×C Δ ×η×44/12 (2)
wherein E is C For running vehiclesCarbon emissions in diesel mode, in tCO 2 The method comprises the steps of carrying out a first treatment on the surface of the ρ is the fuel density; q (Q) d The low-position heating value of the fuel oil; c (C) Δ Carbon content is the unit calorific value of fuel; η is the carbon oxidation rate of the fuel; d (D) 011 For fuel volume at the start of diesel mode, D 012 The fuel volume at the end of the diesel mode is given in L.
In this embodiment, the fuel is diesel, the diesel density ρ is 0.8, the data collected by the liquid level sensor is the volume of diesel, and the diesel consumption is equal to (D because the mass of diesel is ton 011 -D 012 )×0.8×0.001。
The low-grade heating value, the carbon content of the unit heating value and the carbon oxidation rate are characteristic values of diesel oil in recommended values of related parameters of common fossil fuels. Low heat productivity Q of diesel oil d The unit heat value of the diesel oil is 42.652GJ/t and the carbon content C Δ The carbonization rate eta of the diesel oil is 0.98 at 0.0202 tC/GJ.
When the working mode of the vehicle is the contact net mode and the storage battery mode, the carbon emission generated by the vehicle is E J 。
When the working mode of the vehicle is the contact net mode and the diesel engine mode, the specific calculation formula of the carbon emission generated by the vehicle is as follows:
E JC ＝E J +E C (3)
wherein E is JC The method is used for controlling the carbon emission of the vehicle in the contact net mode and the diesel engine mode.
When the working mode of the vehicle is a diesel engine mode and a power energy storage source mode, the carbon emission generated by the vehicle is E C 。
When the working mode of the vehicle is contact net mode, diesel engine mode and power energy storage source mode, the carbon emission generated by the vehicle is E JC 。
The embodiment of the application also provides a carbon emission calculation system for calculating carbon emission in the running process of the rail transit vehicle, which comprises the following steps: first voltage sensor U 01 Second voltage sensor U 02 Third voltage sensor U 03 Fourth voltage sensorU 04 First current sensor I 01 Second current sensor I 02 Third current sensor I 03 Fourth current sensor I 04 Liquid level sensor D 01 And a control module, as shown in fig. 3.
First voltage sensor U 01 The device is used for collecting the voltage of the contact network at the I end; second voltage sensor U 02 The device is used for collecting the voltage of the contact network at the II end; third voltage sensor U 03 The device is used for collecting voltages at two ends of the storage battery pack; fourth voltage sensor U 04 The power generator is used for collecting the output voltage of the power generator; first current sensor I 01 The device is used for collecting the current passing through the high-voltage cable at the end I; second current sensor I 02 The device is used for collecting the current passing through the high-voltage cable at the II end; third current sensor I 03 The device is used for collecting output current of the storage battery pack; fourth current sensor I 04 The device is used for collecting the output current of the generator; liquid level sensor D 01 The liquid level acquisition device is used for acquiring the liquid level of a fuel tank of the diesel engine; the control module is used for acquiring voltage values acquired by the first voltage sensor, the second voltage sensor, the third voltage sensor and the fourth voltage sensor, acquiring current values acquired by the first current sensor, the second current sensor, the third current sensor and the fourth current sensor, determining the working mode of the vehicle according to the voltage values and the current values, and calculating the carbon emission under different working modes.
In this embodiment, the control module may be a train control management system TCMS, or may be a newly added controller. And each sensor sends the acquired data to the TCMS, and the TCMS records the data and calculates the carbon emission in different working modes according to formulas (1) - (3). The vehicle is in a hybrid mode involving direct and indirect carbon emissions, which need to be calculated separately and then summed. The TCMS is connected with a vehicle display screen, and the display of carbon emission data is carried out through the vehicle display screen.
The foregoing disclosure is merely illustrative of specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art will readily recognize that changes and modifications are possible within the scope of the present application.
Claims (8)
1. A carbon emission calculation method for calculating carbon emissions during operation of a rail transit vehicle, the calculation method comprising the steps of:
acquiring a voltage value and a current value on a power cable between machines;
determining the working mode of the vehicle according to the voltage value and the current value;
and calculating the carbon emission in different working modes.
2. The method of claim 1, wherein the voltage values on the power cable include an i-terminal contact network voltage, an ii-terminal contact network voltage, a power energy storage source two-terminal voltage, and a generator output voltage; the current value on the power cable comprises the current passing through the high-voltage cable at the end I, the current passing through the high-voltage cable at the end II, the power energy storage source output current and the generator output current.
3. The carbon emission calculation method according to claim 1, characterized in that determining an operation mode of the vehicle from the voltage value and the current value, specifically includes:
when the current passing through the I-end contact network voltage and the I-end high-voltage cable is not zero, the current passing through the II-end contact network voltage, the voltage at two ends of the power energy storage source, the output voltage of the generator, the current passing through the II-end high-voltage cable, the output current of the power energy storage source and the output current of the generator are all zero, or the current passing through the II-end contact network voltage and the II-end high-voltage cable is not zero, the current passing through the I-end contact network voltage, the current passing through the I-end high-voltage cable, the output current of the power energy storage source and the output current of the generator are all zero, or the working mode of the vehicle is a contact network mode;
when the voltage at two ends of the power energy storage source and the output current of the power energy storage source are both different from zero, the voltage at the end contact network of the vehicle is equal to the voltage at the other end, the output voltage of the generator is equal to the voltage at the other end, the current passing through the high-voltage cable at the other end and the output current of the generator are both zero, the working mode of the vehicle is the power energy storage source mode;
when the output voltage and the output current of the generator are both greater than zero, the voltage of the end contact network at the I end, the voltage of the end contact network at the II end, the voltage of the two ends of the power energy storage source, the current passing through the high-voltage cable at the I end, the current passing through the high-voltage cable at the II end and the output current of the power energy storage source are both zero, the working mode of the vehicle is a diesel mode;
when the voltage of the end contact network, the voltage of the two ends of the power energy storage source, the current of the high-voltage cable of the end contact network and the output current of the power energy storage source are all not zero, the voltage of the output of the generator, the current of the high-voltage cable of the end contact network and the output current of the generator are all zero, or the voltage of the two ends of the power energy storage source, the current of the high-voltage cable of the end contact network and the output current of the power energy storage source are all not zero, the voltage of the end contact network, the output voltage of the generator, the current of the high-voltage cable of the end contact network and the output current of the generator are all zero, or the voltage of the contact network is contacted with the I end, the voltage of the contact network is contacted with the II end, the current of the high-voltage cable at the I end, the current of the high-voltage cable at the II end, the voltage at the two ends of the power energy storage source and the output current of the power energy storage source are all different from zero, and the output voltage of the generator and the output current of the generator are both zero, and the working mode of the vehicle is a contact network mode and a power energy storage source mode;
when the output voltage and the output current of the generator are both greater than zero, the current passing through the I-end contact network voltage and the I-end high-voltage cable is not zero, the current passing through the II-end contact network voltage, the power energy storage source voltage and the current passing through the II-end high-voltage cable are both zero, or the output voltage and the output current of the generator are both greater than zero, the current passing through the II-end contact network voltage and the II-end high-voltage cable is not zero, the current passing through the I-end contact network voltage, the power energy storage source voltage and the current passing through the I-end high-voltage cable are both greater than zero, the current passing through the I-end contact network voltage and the current passing through the II-end high-voltage cable are both not zero, or the contact network mode of the vehicle is a +diesel mode;
when the output voltage and the output current of the generator are both greater than zero, the voltage at two ends of the power energy storage source and the output current of the power energy storage source are both different from zero, the voltage of the I-end contact network, the voltage of the II-end contact network, the current passing through the I-end high-voltage cable and the current passing through the II-end high-voltage cable are both zero, and the working mode of the vehicle is a diesel engine mode and a power energy storage source mode;
when the output voltage and the output current of the generator are both greater than zero, the voltage at the two ends of the power storage source and the output current of the power storage source are both not zero, the sum of the voltage at the two ends of the power storage source and the output current of the power storage source is both zero, or the voltage at the output end of the generator and the output current of the generator are both greater than zero, the voltage at the two ends of the power storage source and the output current of the power storage source are both not zero, the voltage at the two ends of the power storage source and the output current of the power storage source are both greater than zero, or the voltage at the two ends of the power storage source and the output current of the power storage source are both greater than zero, the current at the two ends of the power storage source and the output current of the power storage source are both not zero, or the current at the two ends of the power storage source and the output current of the power storage source are both not zero, and the working mode of the vehicle is a contact net mode+a diesel mode+a power storage mode.
4. The carbon emission calculation method according to any one of claims 1 to 3, wherein when the operation mode of the vehicle is the catenary mode, the carbon emission generated by the vehicle is an indirect emission, and the specific calculation formula is:
wherein E is J For the carbon emission of vehicles running in the contact net mode, U 01(i) For the I-th acquisition of the I-terminal contact network voltage, I 01(i) For the current passing through the i-terminal high-voltage cable acquired for the ith time, t 01(i) For the time interval between the ith and the (i + 1) th acquisitions,in order to ensure that the I-end contact network receives current in the contact network mode, n1 is the sampling times of the I-end contact network voltage and the current passing through the I-end high-voltage cable; u (U) 02(i) For the ii-terminal contact network voltage acquired for the ith time, I 02 ( i ) The current t passing through the II-end high-voltage cable for the ith acquisition 02(i) For the time interval between the ith and the (i+1) th acquisitions,/for the time interval between the (i) th and the (i+1) th acquisitions>In order to ensure that the II-end contact network receives current in the contact network mode, n2 is the sampling times of the voltage of the II-end contact network and the current passing through the II-end high-voltage cable; τ is the annual average power supply and emission factor of the power grid in the vehicle operation area;
when the working mode of the vehicle is a power energy storage source mode, the carbon emission generated by the vehicle is not counted, namely, the carbon emission generated by the vehicle is 0;
when the working mode of the vehicle is a diesel engine mode, the carbon emission generated by the vehicle is direct emission, and the specific calculation formula is as follows:
E C ＝(D 011 -D 012 )×ρ×Q d ×C Δ ×η×44/12
wherein E is C For the carbon emission of the vehicle in the diesel mode, ρ is the fuel density, Q d Is the low-position heating value of fuel oil, C Δ Is the carbon content of the unit heat value of the fuel oil, eta is the carbon oxidation rate of the fuel oil, and D 011 Is firewoodFuel volume at the beginning of the oil engine mode, D 012 Fuel volume at the end of diesel mode;
when the working mode of the vehicle is the contact net mode and the power energy storage source mode, the carbon emission generated by the vehicle is E J ；
When the working mode of the vehicle is the contact net mode and the diesel engine mode, the specific calculation formula of the carbon emission generated by the vehicle is as follows:
E JC ＝E J +E C
wherein E is JC Carbon emission of the vehicle in a contact net mode and a diesel engine mode;
when the working mode of the vehicle is a diesel engine mode and a power energy storage source mode, the carbon emission generated by the vehicle is E C ；
When the working mode of the vehicle is contact net mode, diesel engine mode and power energy storage source mode, the carbon emission generated by the vehicle is E JC 。
5. A carbon emissions computing system for computing carbon emissions during operation of a rail transit vehicle, the computing system comprising:
the first voltage sensor is used for collecting the voltage of the contact network at the I end;
the second voltage sensor is used for collecting the voltage of the II-end contact network;
the third voltage sensor is used for collecting voltages at two ends of the power energy storage source;
the fourth voltage sensor is used for collecting the output voltage of the generator;
the first current sensor is used for collecting the current passing through the high-voltage cable at the end I;
the second current sensor is used for collecting the current passing through the high-voltage cable at the II end;
the third current sensor is used for collecting the output current of the power energy storage source;
the fourth current sensor is used for collecting the output current of the generator;
the liquid level sensor is used for collecting the liquid level of the fuel tank of the diesel engine;
the control module is used for acquiring voltage values acquired by the first voltage sensor, the second voltage sensor, the third voltage sensor and the fourth voltage sensor, acquiring current values acquired by the first current sensor, the second current sensor, the third current sensor and the fourth current sensor, determining the working mode of the vehicle according to the voltage values and the current values, and calculating the carbon emission under different working modes.
6. The carbon emission computing system of claim 5, wherein the power storage source is a battery pack.
7. The carbon emissions computing system of claim 5, wherein the control module is a train control management system TCMS or a newly added controller.
8. Rail transit vehicle characterized by comprising a carbon emission calculation system according to any of claims 5-7.
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