TWI869323B - Method for calculating and analyzing carbon emissions of vehicles - Google Patents

Abstract

This invention discloses a method for calculating and analyzing carbon emissions of vehicles. A computing device executes the method, which includes the following steps: first, receiving multiple initial Global Navigation Satellite System (GNSS) location points for a first vehicle; based on a road map; removing at least one abnormal GNSS location point from the initial GNSS location points to create a series of corrected GNSS location points; using these corrected GNSS location points to calculate multiple corrected road segments and multiple corrected speeds; finally, using these multiple corrected speeds to calculate the vehicle's carbon emissions over multiple instances.

Description

Transportation vehicle carbon emission calculation and analysis method

The present invention relates to a calculation and analysis method, and in particular to a calculation and analysis method for carbon emissions of transportation tools.

As countries set carbon reduction timelines, companies are faced with the difficulty of formulating carbon reduction strategies, especially for transportation vehicles. Currently, the practice of carbon inventory for transportation vehicles is to collect gas receipts, or to use the pre-set navigation route, or to use the navigation function of Google Maps to generate the mileage generated by the carbon emission coefficient and calculate the carbon emissions as supporting data. However, this method of calculating carbon emissions not only requires a lot of manpower and is prone to errors, but also because the route set by the navigation function is not the actual driving route, it cannot provide any detailed carbon reduction information. Although companies understand the importance of reducing carbon emissions in the transportation sector, they can only understand the amount of fuel used by vehicles from gas receipts and calculate the carbon emissions consumed. However, they cannot clearly calculate which sections of the road the vehicles consume more fuel on and further reduce excess carbon emissions. As a result, they lack effective strategic management and monitoring tools.

Furthermore, most of today’s vehicles use on-board diagnostics (OBD) systems to capture and collect data such as speed, throttle, brakes, fuel consumption, etc. to calculate carbon emissions. However, the disadvantage of this method of calculating carbon emissions is that a lot of information needs to be collected, and the information can only be collected through the software and hardware equipment on the means of transportation. Although the on-board diagnostic system on each means of transportation has communication protocol regulations, the various data and parameters collected by each on-board diagnostic system are not exactly the same. There is no unified format standard for the quality and sampling frequency of the generated data and parameters, which leads to the problem that the information cannot be universally merged and integrated for calculation.

Therefore, how to provide a method for calculating and analyzing carbon emissions of transportation vehicles has become a topic that urgently needs to be studied.

The present invention discloses a method for calculating and analyzing carbon emissions of a transportation tool, which is executed by a computing device and includes the following steps. Receive a plurality of initial satellite navigation system position points (Global Navigation Satellite System; referred to as GNSS in the following content of this case). Delete at least one abnormal initial GNSS position point from the plurality of initial GNSS position points according to a road map to form a plurality of corrected GNSS position points. Calculate a plurality of corrected speeds based on a plurality of corrected road sections formed by the plurality of corrected GNSS position points. Calculate a plurality of carbon emissions of the first transportation tool based on the plurality of corrected speeds.

As mentioned above, the present invention develops innovative transportation tool data calculation technology and management model, and develops a platform for enterprises to use, so as to provide more accurate and reliable transportation tool carbon reduction information, assist enterprises to formulate emission reduction strategies more effectively, and achieve the global net zero goal. In addition, the present invention simplifies the amount of data collected, only collects the location of the transportation tool, establishes a driving behavior model to calculate the carbon emissions of the transportation tool, and can improve the problem that the previous technology collects multiple parameters of the transportation tool and the information cannot be integrated.

Please refer to Figure 1, which is a step flow chart of the method for calculating and analyzing carbon emissions of transportation vehicles of the present invention. The method for calculating and analyzing carbon emissions of transportation vehicles is executed by a computing device such as a smart device (installed as an application App), an on-board diagnostic system, or a cloud server, and includes the following steps. In step S11, a plurality of initial satellite navigation system position points of a first transportation vehicle are received. In step S12, at least one abnormal initial GNSS position point among the plurality of initial GNSS position points is deleted according to a road map to form a plurality of corrected GNSS position points. In step S13, a plurality of corrected speeds are calculated based on a plurality of corrected road sections formed by the plurality of corrected GNSS position points. In step S14, a plurality of carbon emissions of the first transport vehicle are calculated according to the plurality of corrected speeds.

The multiple initial GNSS position points of the first transportation tool are captured by a positioning device. The positioning device includes various hardware and software that can capture positions, including GNSS devices, smart devices and other devices. In addition, in one embodiment of the present invention, the positioning device transmits the multiple initial GNSS position points to a remote computing device through a transmission device for subsequent carbon emission calculations. Alternatively, when the positioning device and the computing device are both provided on the transportation tool, there is no need to provide a separate transmission device. The computing device forms multiple initial road sections based on the received multiple initial GNSS position points, and calculates multiple initial speeds of the first transportation tool on the multiple initial road sections. In addition, in the embodiment of the present invention, the transportation tool includes various vehicles, such as various fuel-powered automobiles and motorcycles, buses, electric automobiles and motorcycles and other transportation tools. In addition, in order to improve the positioning accuracy of the positioning device, in one embodiment of the present invention, the positioning device receives a plurality of initial satellite navigation system position points of the first transport vehicle at a sampling frequency of less than 30 seconds. In another embodiment of the present invention, the positioning device receives a plurality of initial satellite navigation system position points of the first transport vehicle at a sampling frequency of per second.

Please refer to FIG. 2A, which is a schematic diagram of the GNSS positioning position of a vehicle on a road map. Since existing positioning devices may have problems with inaccurate positioning, for example, when a vehicle enters a tunnel or has poor signal reception on a mountain, the positioning position may drift. Therefore, the method of the present invention further determines the abnormal initial GNSS position point U, deletes it, generates an accurate, corrected GNSS position point R, and calculates the carbon emissions of the vehicle based on the corrected GNSS position point R to improve the accuracy of subsequent carbon emissions calculations. The methods for determining the abnormal initial GNSS position point U include the following methods.

In one embodiment of the present invention, the computing device maps a plurality of initial GNSS position points onto a road map, and when the mapped initial GNSS position point is located at a non-road position D in the road map, the computing device determines that the initial GNSS position point is an abnormal initial GNSS position point U. In the embodiment of the present invention, the computing device maps a plurality of initial GNSS position points onto a road map using open source software. As shown in FIG2A , after the GNSS position point is mapped onto the road map, the computing device compares the GNSS road map and determines that when the GNSS position point is located at a non-road location, the computing device determines that the initial GNSS position point is an abnormal initial GNSS position point U, such as the initial GNSS position point connected by a dotted line in FIG2A , and the initial GNSS position point located on the road, such as the triangle, square and circle initial GNSS position points connected by a solid line in FIG2A , is determined by the computing device to be a normal point, that is, a calibrated GNSS position point R. It should be noted that this judgment method still needs to be based on the continuous initial GNSS position points before and after the vehicle. That is, if the vehicle enters an indoor parking lot in a building from the road, the computing device determines that the initial GNSS position point located on the building is not an abnormal initial GNSS position point U.

Please refer to FIG. 2B , which is a schematic diagram of excessive GNSS position change of a vehicle on a road map. In an embodiment of the present invention, the computing device determines that when the distance between adjacent initial GNSS position points 21, 22 is greater than or equal to a preset distance based on the initial speed, the computing device determines that one of the adjacent initial GNSS position points is an abnormal initial GNSS position point. In an embodiment of the present invention, the preset distance can be set to 15 meters. As shown in FIG. 2B , when the position change of the front and rear GNSS, that is, the change in speed, is greater than or equal to a preset speed, that is, when the values of the previous initial GNSS position point 21, initial speed and acceleration calculated by the acceleration physics formula cannot calculate that the vehicle can reasonably move to the next initial GNSS position point 22, the computing device determines that the next initial GNSS position point 22 is an abnormal initial GNSS position point U. In the embodiment of the present invention, the preset speed can be set to 20 meters per second.

Please refer to FIG. 2C, which is a schematic diagram showing that the GNSS position angle of a vehicle on a road map changes too much. In an embodiment of the present invention, the computing device determines the angle of the connection formed between at least three adjacent initial GNSS position points 20, 21, 22 according to the initial speed. When the angle between the initial GNSS position points 20, 21, and 22 is greater than or equal to the preset angle, the computing device determines that one of the adjacent initial GNSS position points is an abnormal initial GNSS position point U. As shown in FIG2C , when the vehicle rotates, a certain rotation radius is normally required to make the vehicle rotate in the right direction. However, when the angle between at least three initial GNSS position points 20, 21, and 22 is When the angle is less than or equal to 45 degrees, the computing device can determine that The lower transport vehicle cannot turn smoothly, therefore, the calculation device determines that the initial GNSS position point 22 is an abnormal initial GNSS position point U, that is, the initial GNSS position point 22 located in another lane and in a different direction is the abnormal initial GNSS position point U.

Please refer to FIG. 2D, which is a schematic diagram of the inner lane and outer lane turning of the transportation tool on the road map. As shown in FIG. 2D, in the embodiment of the present invention, the user provides the types of the first transportation tool 23 and the second transportation tool 24. For example, when the first transportation tool 23 is a bus and the second transportation tool 24 is a motorcycle, since the bus will run on the bus lane of the inner lane and the motorcycle will run on the motorcycle lane of the outer lane, the actual transportation tool speed can be calculated by identifying the types of transportation tools running in different lanes. It should be noted that in FIG. 2D, in order to simplify the complexity of the diagram, the car is used instead, and the bus and motorcycle are not actually drawn.

Please refer to FIG. 3A to FIG. 3C, which are schematic diagrams of a vehicle accelerating suddenly, decelerating suddenly, and speeding on a road. In the embodiment of the present invention, the initial speed and the correction speed include sudden acceleration, sudden deceleration, speeding, idling, and cruising speed, respectively. The calculation device calculates whether the initial speed and the correction speed of the first vehicle are greater than or equal to the speed limit value based on the adjacent multiple initial GNSS position points and the adjacent multiple correction GNSS position points, so as to determine whether the GNSS position point of the first vehicle is an abnormal initial GNSS position point, and determine whether the first vehicle is in a state of sudden acceleration, sudden deceleration, speeding, and idling. The determination of the abnormal initial GNSS position point is as described above, and will not be repeated here. As shown in FIG3A , the computing device can calculate that the first transportation tool is in a state of rapid acceleration based on the distance and speed of the adjacent initial GNSS position points 21, 22. As shown in FIG3B , the computing device can calculate that the first transportation tool is in a state of rapid deceleration based on the distance and speed of the adjacent initial GNSS position points 21, 22. As shown in FIG3C , the computing device can calculate that the first transportation tool is in a state of speeding based on the distance and speed of the adjacent initial GNSS position points 21, 22.

Please refer to Figures 4A to 4C, which are schematic diagrams comparing rapid acceleration, rapid deceleration, speeding and ideal speed values. In the prior art, the carbon emissions of a vehicle can be calculated through the parameters of speed and acceleration, while rapid acceleration, rapid deceleration, speeding and idling will increase the carbon emissions. That is, when a vehicle is traveling at a cruising speed that consumes the least fuel per unit distance, it can avoid the excess carbon emissions caused by rapid acceleration, rapid deceleration, speeding and idling. In other words, by calculating the ratio of rapid acceleration, rapid deceleration, speeding, and idling time of the vehicle, the excess carbon emissions can be calculated. By correcting the ratio of rapid acceleration, rapid deceleration, speeding, and reducing the idling time, the excess carbon emissions can be reduced.

As mentioned above, in FIG. 4A, FIG. 4B and FIG. 4C, the dashed line portion represents the state of the first transportation vehicle generating rapid acceleration, rapid deceleration and overspeeding in a unit time, and the solid line portion represents the ideal acceleration value of the first transportation vehicle. As shown in FIG. 4A, FIG. 4B and FIG. 4C, when the first transportation vehicle travels at an ideal acceleration, the excess carbon emissions C1, C2, and C3 in the dashed line portion can be reduced. In other words, the excess carbon emissions are proportional to the dashed line portions in the rapid acceleration curve, the rapid deceleration curve, and the overspeeding curve, and the excess carbon emissions can be reduced by correcting and reducing the proportion of the dashed lines (correction ratio), that is, the reduced carbon emissions are proportional to the correction ratio. In other words, the actual carbon emission curve minus the carbon emission curve of the ideal model is the carbon emission reduction that can be provided for driving. For example, the proportion of sudden acceleration is 5%, the proportion of sudden deceleration is 4%, the proportion of speeding is 8%, and the proportion of idling is 3%. The excess carbon emissions are proportional to the proportion of sudden acceleration, sudden deceleration, speeding and idling, which is 20%. In addition, for the sudden acceleration part of Figure 4A, it can be further divided into sudden acceleration according to different scenes. For example, when the first transport vehicle just starts to accelerate while waiting for a traffic light, when its acceleration value exceeds the acceleration threshold of 3 meters per second, it can be judged that the first transport vehicle is in sudden acceleration. When driving on urban roads, when the acceleration value of the first transport vehicle exceeds the acceleration threshold of 3 to 50 meters per second, it can be judged that the first transport vehicle is in sudden acceleration. When the acceleration value of the first transportation tool exceeds the acceleration threshold of 50 to 100 meters per second when driving on a highway, it can be determined that the first transportation tool is accelerating rapidly.

Furthermore, the ideal speed values in FIG. 4A , FIG. 4B and FIG. 4C can be compared with the calibrated driving model to reduce the excess carbon emissions. The establishment of the calibrated driving model includes statistically analyzing the driving route and carbon emissions of the first transportation tool itself within a preset period of time in the past to establish an ideal carbon emission model of the first transportation tool itself. The analysis results are shown in the following FIG. 5A to FIG. 5J .

Alternatively, the ratio of rapid acceleration, rapid deceleration and speeding between the first transport vehicle and a plurality of second transport vehicles is compared and analyzed to calculate the ratio of rapid acceleration, rapid deceleration and speeding that needs to be corrected. For example, taking rapid acceleration as an example, when the rapid acceleration speed of the first transport vehicle exceeds the acceleration of the second transport vehicle by more than 75% of the preset percentage, the calculation device determines that the first transport vehicle is in an overspeed state, and calculates that the acceleration value of the first transport vehicle needs to be corrected according to the acceleration value of the second transport vehicle by more than 75% of the percentage, and the acceleration value of the second transport vehicle is also statistically analyzed based on the driving route and carbon emission analysis within a preset period of time in the past to establish an ideal carbon emission model for the second transport vehicle. Similarly, the correction ratios for rapid deceleration, speeding and idling are as described above and will not be repeated here. In addition, the speeding part can also be calculated based on the speed limit on the road, or extracted from the speed limit database of the road. For the idling part, it can be set that when the speed is less than or equal to 3 kilometers per hour, the calculation device determines that the vehicle is idling. Furthermore, when the GNSS position point of the vehicle is located in front of a traffic light, a train crossing, or a bus station, for example, at a distance of 15 meters, it means that the vehicle may be in a state of waiting for a traffic light, or waiting for a bus or a train instead of idling, so this state should be excluded.

As described above, the calculation device generates a correction driving model for a plurality of correction sections according to the correction ratio, and stores the correction driving model in the storage device as an ideal carbon emission model for other transportation tools. In other words, for the same model of transportation tools, the ideal reduction in carbon emissions can be calculated according to the ideal carbon emission model. In the embodiment of the present invention, the storage device includes a smart device or a cloud server.

Please refer to Figures 5A to 5J, which are schematic diagrams of driving routes and carbon emission analysis generated by the transportation vehicle carbon emission calculation and analysis method of the present invention. As shown in Figure 5A, when using the transportation vehicle carbon emission calculation and analysis of the present invention, by inputting the driver's name, the vehicle license plate number, the vehicle type and other data, the analysis results as shown in Figures 5A to 5G can be generated on the display device P. In Figures 5A to 5G, the computing device calculates the correction ratios of rapid acceleration, rapid deceleration, speeding, and idling time in the correction speed based on the adjacent multiple correction GNSS position points. After calculating the correction ratios, as described above, the reducible carbon emissions and driving score can be further calculated. As shown in Figure 5B, the driving score can be calculated based on the overall driving behavior and the reduced carbon emissions.

As shown in FIG5A , the method for calculating and analyzing the carbon emissions of a vehicle can analyze information including driving time, track, driver's name, license plate number of the vehicle, type of vehicle, starting point, end point, carbon emissions, driving distance, route, average speed, maximum speed, carbon emissions per kilometer, cumulative carbon emissions, and total track length. In addition, in FIG5A , the accumulated carbon emissions can be represented by various graphs, and the present invention uses a line graph to represent the carbon emissions of the vehicle per second. As shown in FIG5B , the method for calculating and analyzing the carbon emissions of a vehicle can analyze information including the total driving distance, total driving time, idling time, speeding time, number of sudden accelerations, number of sudden decelerations, and driving scores within the set start time and end time. As shown in FIG5C , FIG5C further analyzes the travel records of speeding, idling, rapid acceleration, rapid deceleration, and cruising speed of a certain driver in FIG5B at various time points on the road. As shown in FIG5D and FIG5E , FIG5D further analyzes the high carbon emission factors on different road sections, including high speed (speeding), idling, rapid acceleration, and rapid deceleration (not shown), and provides corresponding carbon reduction strategy analysis. Furthermore, in the embodiment of the present invention, after the storage device stores the calibrated driving model, it can further analyze the road sections that are prone to high carbon emissions through AI data analysis. FIG5E graphically displays the analysis results of FIG5D, wherein FIG5E further displays the carbon reduction space C4 that can be improved through a waveform diagram, as shown in the dotted line portion, and indicates the areas with high and low carbon emissions through the density of the diagonal lines. The areas with denser diagonal line density are considered to be areas with high carbon emissions, and the areas with more dispersed diagonal line density are considered to be areas with low carbon emissions. As shown in FIG5F and FIG5G, FIG5F and FIG5G are for the high carbon emission factors including high speed (speeding), idling, rapid acceleration and rapid deceleration (not shown) on the specific road section circled in FIG5F, and display the carbon reduction space C5 that can be improved through a waveform diagram, as shown in the dotted line portion, and provide the carbon reduction strategy analysis corresponding to FIG5G. As shown in FIG5H, the diagram on the left in FIG5H is a carbon emission route diagram before improvement, and the diagram on the right is a carbon emission route diagram after improvement using the transportation vehicle carbon emission calculation and analysis method of the present invention. FIG5H clearly shows that the carbon emissions after improvement are significantly reduced. As shown in FIG5I and FIG5J, FIG5I and FIG5J are carbon emission analysis diagrams of the present invention displaying the transportation vehicle carbon emission calculation and analysis method on a smart phone. In FIG5I, the screen displayed on the smart phone is the same as the screen displayed on the display device P, including the total driving distance, the carbon reduction ratio, the idling time, the speeding time, the number of rapid accelerations, the number of rapid decelerations, and the high carbon emission trajectory. FIG5J shows the driver's driving score and driving route.

In summary, the present invention develops innovative transportation tool data calculation technology and management model, and develops a platform for enterprises to use, so as to provide more accurate and reliable transportation tool carbon reduction information, assist enterprises to formulate emission reduction strategies more effectively, and achieve the global net zero goal. In addition, the present invention simplifies the amount of data collected, and only needs to collect the GNSS position points of the transportation tool with high sampling frequency and high resolution, and delete abnormal GNSS position points, which has the advantages of fast and easy import, and establishes a driving behavior model based on driving habits to calculate the carbon emissions of the transportation tool on which driving sections can be reduced, so as to improve the problem that the multiple parameters and information collected by the transportation tool of the previous technology cannot be integrated, and further improve the accuracy of carbon emission calculation.

S11~S14: Steps 20, 21, 22: Initial GNSS position 23: First transportation vehicle 24: Second transportation vehicle C1, C2, C3: Excess carbon emissions C4, C5: Carbon reduction space D: Non-road location P: Display device U: Abnormal initial GNSS position R: Corrected GNSS position :angle

Figure 1 is a flow chart of the steps of the carbon emission calculation and analysis method for transport vehicles of the present invention; Figure 2A is a schematic diagram of the GNSS positioning position of the transport vehicle on the road map; Figure 2B is a schematic diagram of the GNSS position change of the transport vehicle on the road map that is too large; Figure 2C is a schematic diagram of the GNSS position angle change of the transport vehicle on the road map that is too large; Figure 2D is a schematic diagram of the inner lane and outer lane turning of the transport vehicle on the road map; Figures 3A to 3C are schematic diagrams of rapid acceleration, rapid deceleration and speeding of the transport vehicle on the road; Figures 4A to 4C are schematic diagrams of the comparison of rapid acceleration, rapid deceleration, speeding and ideal speed values; Figures 5A to 5G are schematic diagrams of driving routes and carbon emission analysis generated by the carbon emission calculation and analysis method for transport vehicles of the present invention; FIG. 5H is a schematic diagram of carbon emission analysis before and after improvement by the transportation vehicle carbon emission calculation and analysis method of the present invention; and FIG. 5I and FIG. 5J are schematic diagrams of carbon emission analysis by displaying the transportation vehicle carbon emission calculation and analysis method on a smart phone of the present invention.

S11~S14: Steps

Claims (13)

A method for calculating and analyzing carbon emissions of a transportation tool is performed by a computing device and includes the following steps: receiving a plurality of initial satellite navigation system position points of a first transportation tool; forming a plurality of initial road sections based on the received plurality of initial satellite navigation system position points, and calculating a plurality of initial speeds of the first transportation tool on the plurality of initial road sections; mapping the plurality of initial satellite navigation system position points onto a road map; and calculating the initial speeds of the first transportation tool on the plurality of initial road sections based on the road map. After deleting at least one abnormal initial satellite navigation system position point from the plurality of initial satellite navigation system position points, a plurality of corrected initial satellite navigation system position points are formed; a plurality of corrected speeds are calculated according to the plurality of corrected road sections formed by the plurality of corrected initial satellite navigation system position points; wherein the initial speed and the corrected speed respectively include a sudden acceleration, a sudden deceleration, an overspeed, an idling speed, and a cruising speed, and the The calculation device calculates the initial speed of the first transportation tool according to the adjacent plurality of initial satellite navigation system position points and the adjacent plurality of corrected initial satellite navigation system position points and whether the corrected speed is greater than or equal to a speed limit value, and determines whether the first transportation tool is in the rapid acceleration, rapid deceleration, overspeeding and idling; and calculates a plurality of carbon emissions of the first transportation tool according to the plurality of corrected speeds; wherein The calculation device calculates a correction ratio of the sudden acceleration, the sudden deceleration, the overspeed and the idle speed in the correction speed according to the adjacent multiple correction initial satellite navigation system position points, and calculates an ideal carbon emission reduction according to the correction ratio; wherein the correction ratio is the ratio of the sudden acceleration, the sudden deceleration, the overspeed and the idle speed greater than or equal to a road speed limit, and the ideal carbon emission reduction is proportional to the correction ratio. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 1, wherein the plurality of initial satellite navigation system position points of the first transportation vehicle are captured by a positioning device. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 1, wherein when the initial satellite navigation system location point is located at a non-road location in the road map, the calculation device determines that the initial satellite navigation system location point is the abnormal initial satellite navigation system location point. The method for calculating and analyzing the carbon emissions of a transportation vehicle as described in claim 1, wherein according to the initial speed, when a distance between adjacent initial satellite navigation system position points is greater than or equal to a preset distance, the calculation device determines that one of the adjacent initial satellite navigation system position points is the abnormal initial satellite navigation system position point. The method for calculating and analyzing the carbon emissions of a transportation vehicle as described in claim 1, wherein according to the initial speed, when the angle of a connection formed between at least three adjacent initial satellite navigation system position points is greater than or equal to a preset angle, the calculation device determines that one of the adjacent initial satellite navigation system position points is the abnormal initial satellite navigation system position point. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 1 further comprises: identifying a driving lane of the first transportation vehicle according to a type of the first transportation vehicle provided by a user, and calculating a speed of the first transportation vehicle by using the driving lane. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 1, wherein the calculation device generates a first corrected driving model of the plurality of corrected road sections according to the correction ratio, and the first corrected driving model is stored in a storage device. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 7, wherein a second transportation vehicle calculates the ideal carbon emission reduction according to the first calibrated driving model; wherein the second transportation vehicle and the first transportation vehicle are of the same model. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 8, wherein the initial speed and the correction speed respectively include a sudden acceleration, a sudden deceleration, an overspeed, an idle speed, and a cruising speed, and the calculation device compares a sudden acceleration, a sudden deceleration, an overspeed, and an idle speed of a plurality of second transportation vehicles on the plurality of correction sections, and when the sudden acceleration, the sudden deceleration, the overspeed, and the idle speed of the first transportation vehicle are greater than or equal to a preset percentage of the sudden acceleration, the sudden deceleration, the overspeed, and the idle speed of the plurality of second transportation vehicles, the calculation device determines that the first transportation vehicle is in the sudden acceleration, the sudden deceleration, the overspeed, and the idle speed. The method for calculating and analyzing carbon emissions of transportation vehicles as described in claim 2, wherein the positioning device transmits the plurality of initial satellite navigation system position points to the calculation device via a transmission device. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 1, wherein when the initial satellite navigation system position point of the transportation vehicle is located in front of a traffic light, in front of a train level crossing, or in front of a bus station, the calculation device retains the initial satellite navigation system position point. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 2, wherein the positioning device receives the multiple initial satellite navigation system position points of the first transportation vehicle at a sampling frequency of less than 30 seconds. The method for calculating and analyzing carbon emissions of a transportation vehicle as described in claim 2, wherein the positioning device receives the multiple initial satellite navigation system position points of the first transportation vehicle at a sampling frequency of one second.

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