CN-122022856-A - Road surface engineering carbon emission accounting method based on mixing temperature correction

CN122022856ACN 122022856 ACN122022856 ACN 122022856ACN-122022856-A

Abstract

The invention discloses a road surface engineering carbon emission accounting method based on mixing temperature correction, which relates to the field of carbon emission accounting, and comprises the following steps of S1, collecting an initial viscosity value of a target road surface engineering and heating aggregate heat capacity, and obtaining an actual mixing temperature average value; the method comprises the steps of S2, obtaining a reference carbon emission factor and a reference working condition temperature value, constructing an energy consumption correction model, calculating a temperature correction parameter, S3, calculating an optimized carbon emission factor, performing second-order optimization calculation to generate a calibrated carbon emission factor, and S4, performing carbon emission calculation by using the calibrated carbon emission factor to obtain a calibrated total carbon emission. According to the invention, through calculation based on the temperature correction parameters, accurate correction is performed on the energy consumption of the temperature change of the asphalt mixture, so that the situation that the extra energy required by the high-standard asphalt mixture is not accurately counted into the carbon emission accounting is avoided, and the method has the advantages of improving the carbon emission calculation result in high-performance pavement engineering and ensuring more accurate environmental impact assessment.

Inventors

FAN CHAOWEN
WU YONGFENG
CHEN ZHIYIN
Duan Shinan
LI KUNJIAN
CHEN GE
ZHANG HENGKAI
YU JIANFEI
SONG WEI
TAN CHANGMING
FAN ZHONGWEI
ZHAO RUNCHEN
Fan Tingxing
ZENG XUEWEI

Assignees

四川省公路规划勘察设计研究院有限公司

Dates

Publication Date: 20260512
Application Date: 20260414

Claims (10)

1. The road surface engineering carbon emission accounting method based on mixing temperature correction is characterized by comprising the following steps of: Step S1, equally dividing the engineering time of the target pavement engineering into a plurality of working periods along a time axis, collecting an initial viscosity value and heating aggregate heat capacity of the target pavement engineering asphalt mixture, and monitoring and obtaining an actual mixing temperature average value of the target pavement engineering asphalt mixture in each working period; S2, collecting a reference carbon emission factor and a reference working condition temperature value of the target pavement engineering asphalt mixture, setting a temperature correction parameter, constructing an energy consumption correction model based on the temperature correction parameter, the reference working condition temperature value, an actual mixing temperature mean value, an initial viscosity value and heating aggregate heat capacity, and calculating the temperature correction parameter by using the energy consumption correction model; Step S3, in each working period, calculating and obtaining an optimized carbon emission factor based on the temperature correction parameter and the reference carbon emission factor, collecting the optimized carbon emission factors obtained by calculation in all working periods, and performing second-order optimization calculation by using all the optimized carbon emission factors to generate a calibrated carbon emission factor for indicating that the accounting correction is completed; And S4, performing carbon emission calculation on the asphalt mixture by using a calibration carbon emission factor, marking the calculation result as a blending carbon emission updated value, collecting the staged carbon emission of the transportation stage and the on-site paving and rolling stage of the target pavement engineering, and summing the staged carbon emission and the blending carbon emission updated value to obtain the calibration total carbon emission of the target pavement engineering.
2. The road surface engineering carbon emission accounting method based on mixing temperature correction according to claim 1, wherein the process of constructing the energy consumption correction model comprises the following steps: the set temperature correction parameter is expressed as mu, the set reference condition temperature value is expressed as T0, the actual mixing temperature average value is expressed as T1, the initial viscosity value is expressed as eta, the heating aggregate heat capacity is expressed as Ca, The calculation formula of the energy consumption correction model is expressed as: , Wherein, alpha represents an ambient temperature reference value, the value range is set as alpha < min (T0, T1), beta represents a material thermal effect parameter, the value range is set as beta >0, lambda represents a temperature rise energy consumption index, and the value range is set as lambda >0.
3. The road surface engineering carbon emission accounting method based on mixing temperature correction according to claim 2, wherein the setting content of the material thermal effect parameter comprises: setting a thermal effect reference parameter and expressing beta 0, setting a device thermal efficiency value of a target road engineering asphalt mixture and expressing epsilon, setting a mixture type coefficient and expressing gamma k, The calculation formula of the material thermal effect parameter beta is expressed as: , Wherein the thermal efficiency value epsilon of the equipment is in a range of 0< epsilon less than or equal to 1, each asphalt mixture corresponds to a mixture type coefficient gamma k, and the mixture type coefficient gamma k is positively correlated with the performance index of the asphalt mixture.
4. The road surface engineering carbon emission accounting method based on mixing temperature correction according to claim 3, wherein the setting content of the temperature rise energy consumption index comprises: a temperature rise reference index, denoted λ0, an efficiency adjustment coefficient v, The formula of the temperature rise energy consumption index lambda is expressed as: , wherein the value range of the efficiency adjustment coefficient v is more than or equal to 0.
5. The road surface engineering carbon emission accounting method based on mixing temperature correction according to claim 1, wherein the process of generating the calibrated carbon emission factor by performing second order optimization calculation comprises: Setting the product of the temperature correction parameter and the reference carbon emission factor as an optimized carbon emission factor, collecting the aggregate water content value and the whetstone ratio of the target pavement engineering asphalt mixture in each working period, marking the working period in which the optimized carbon emission factor is generated as a historical period, using a decision tree regression model, taking the aggregate water content value, the whetstone ratio and the optimized carbon emission factor in all the historical periods as input characteristics of a decision tree training stage, taking the aggregate water content value, the whetstone ratio and the optimized carbon emission factor of the last working period of the target pavement engineering as input characteristics of a decision tree prediction stage, and marking the output result of the decision tree prediction stage as a calibrated carbon emission factor.
6. The blending temperature correction-based pavement engineering carbon emission accounting method of claim 5, wherein the process of obtaining the calibrated carbon emission factor using a decision tree regression model comprises: A1, taking aggregate water content values, oil stone ratios and optimized carbon emission factors in all historical periods as input features to perform data preprocessing to form a training sample set of a decision tree regression model; A2, constructing a decision tree, performing training based on a training sample set, defining a calibration carbon emission factor as a supervision tag of a target variable, performing splitting from the training sample set of the initial decision tree node, traversing all features and potential splitting nodes of each feature, and finding out optimal features and optimal splitting nodes through mean square error minimization; A3, dividing a training sample set of the optimal splitting node into two child nodes, repeatedly executing splitting, presetting a stopping condition of a decision tree, stopping splitting all current decision tree nodes when the stopping condition is met, enabling the decision tree nodes at the path end point to be leaf nodes, and enabling an output value corresponding to each leaf node to be the average value of training sample values; And A4, inputting the aggregate water content value, the oil stone ratio and the optimized carbon emission factor of the last working period of the target pavement engineering into a decision tree to form a prediction sample set of a regression model of the decision tree, performing training based on the prediction sample set by using the decision tree, finally reaching leaf nodes, and marking the output value of the corresponding leaf nodes as the calibrated carbon emission factor.
7. The pavement engineering carbon emission accounting method based on mixing temperature correction according to claim 6, wherein the setting process of the stopping condition of the decision tree comprises the steps of presetting the maximum depth of the decision tree, setting sample range constraint, setting a first stopping condition that a decision tree node reaches the maximum depth, setting a second stopping condition that the training sample value of the decision tree node meets the sample range constraint; when the first stopping condition and the second stopping condition meet any one of the stopping conditions, the current decision tree node stops splitting and becomes a leaf node.
8. The road surface engineering carbon emission accounting method based on mixing temperature correction according to claim 7, wherein the sample range constraint is set to set a range threshold for all decision tree nodes, and when the difference between training sample values in the same decision tree node is smaller than the range threshold, it is judged that the training sample value of the current decision tree node meets the sample range constraint.
9. The pavement engineering carbon emission accounting method based on mixing temperature correction according to claim 6, wherein the splitting direction of the decision tree node is judged to introduce a priority constraint rule, the priority constraint rule is set to set a characteristic critical value for the aggregate moisture content value, and when the aggregate moisture content value of the decision tree node is higher than the characteristic critical value, the aggregate moisture content value is taken as an optimal characteristic.
10. The pavement engineering carbon emission accounting method based on mixing temperature correction according to claim 2, wherein the target pavement engineering is divided into a plurality of pavement structural layers, the calibration carbon emission factors are obtained by corresponding calculation for each pavement structural layer, the carbon emission calculation is carried out on the asphalt mixture by using the calibration carbon emission factors of each pavement structural layer, and the summary calculation result is marked as a mixing carbon emission update value after summation.

Description

Road surface engineering carbon emission accounting method based on mixing temperature correction Technical Field The invention relates to the field of carbon emission accounting, in particular to a pavement engineering carbon emission accounting method based on mixing temperature correction. Background At present, the carbon emission accounting of the road surface of the highway engineering is mainly based on the carbon emission quota standard of related materials of the highway engineering project estimation budget method. In conventional technical routes, the carbon emission accounting range of asphalt pavement engineering generally covers three main stages, asphalt mix production, mix transportation, and in-situ paving and rolling. In the existing data processing mode, an accounting staff generally extracts the total volume or the total mass of the asphalt mixture through a design drawing, and then multiplies the total volume or the total mass by a corresponding 'asphalt mixture production' emission factor in a carbon emission factor database to obtain the carbon emission of the material in the production stage. The existing accounting method generally assumes that the unit production energy consumption of different types of asphalt mixtures is a constant value or an industry average value, does not distinguish actual mixing process parameters, and however, in actual engineering, the target mixing temperature difference of the different types of asphalt mixtures is obvious. For example, conventional road petroleum asphalt is typically blended at temperatures around 150-160 ℃, whereas modified asphalt or high modulus asphalt mixtures often require elevated temperatures to 170 ℃ or even above 190 ℃ in order to improve their workability and adhesion. This temperature rise, driven directly by the specific requirements of the material (such as high viscosity, high asphalt content, addition of fiber stabilizers, etc.), necessarily results in more fuel being consumed by the machine (i.e., blending equipment) and thus in significant additional carbon emissions. The core defect of the existing carbon emission detection technology is that the carbon emission detection technology and the accounting model are difficult to accurately identify and quantify 'extra energy consumption of a mechanical shift caused by special requirements of materials'. While engineering personnel know that higher mixing temperatures are required for high performance mixtures, current monitoring means cannot strip the process variable of temperature variation from the complex mechanical mixing process. For example, when asphalt mastic broken stone mixture is produced, the load of a dust removing system is automatically increased to treat more smoke due to high temperature and high viscosity, so that the electricity consumption is increased, the increase of the electricity consumption is indirectly caused by high temperature (material requirement), but in the total electricity bill, the electricity consumption is mixed with the electricity consumption caused by the increase of the load of a stirrer and the electricity consumption caused by the change of the environmental temperature, and the electricity consumption cannot be stripped, so that the calculation difficulty and the acquisition cost of the extra carbon emission are increased. Conventional accounting means typically do not account for this portion of carbon emissions with the consequence that the carbon emissions accounting results deviate systematically from the actual emissions levels. The extra consumption of the mechanical shift caused by temperature change cannot be accurately found and quantified, and the extra environmental load of the high-performance pavement engineering caused by the adoption of high-standard materials is seriously underestimated, so that the calculation result cannot truly reflect the actual carbon emission level of the asphalt mixture with different performance grades. Disclosure of Invention The invention provides a blending temperature correction-based pavement engineering carbon emission accounting method, which solves the problem that in the prior art, when carbon emission accounting is carried out for high-performance pavement engineering construction, the accuracy of a high-performance pavement engineering carbon emission accounting result is deviated due to poor energy consumption calculation accuracy when the blending temperature of a high-standard asphalt mixture changes. The invention is realized by the following technical scheme: A pavement engineering carbon emission accounting method based on blending temperature correction, the method comprising: Step S1, equally dividing the engineering time of the target pavement engineering into a plurality of working periods along a time axis, collecting an initial viscosity value and heating aggregate heat capacity of the target pavement engineering asphalt mixture, and monitoring and obtaining an a