DE102021117458B4 - Method for determining the goods-related amount of carbon dioxide emitted during goods transport and tracking device for carrying it out - Google Patents

Abstract

The invention relates to a method for determining the goods-related amount of CO2 emitted during goods transport with a transport vehicle that has a CAN bus system to which at least one control unit of the brake system and one control unit of the fuel supply is connected, comprising the steps: detecting the geographic position of a loading point by means of a position determination sensor; Determining the empty weight of the transport vehicle using the control unit of the brake system; determining the weight of the goods to be transported; determining the amount of fuel available; Transporting the goods to an unloading point, the route taken being recorded by the position determination sensor; determining fuel consumption along the route; and determining the amount of CO2 caused by the transported goods based on the values recorded by the position determination sensor along the route and based on the information on fuel consumption using the values for fuel-related CO2 emissions as contained in DIN EN 16258:2012. The invention also relates to a tracking device for carrying out the method.

Description

The invention relates to a method for determining the quantity of carbon dioxide (CO ₂ ) emitted when goods are transported in a transport vehicle. The invention also relates to a tracking device with a microcontroller that is set up to carry out the method.

Nowadays it is essential - especially in the transport sector - that attention is paid to the ecological footprint when transporting goods in order to improve the ecological balance of the goods or goods as far as possible.

However, in order to obtain precise information about the ecological balance of the goods and then to be able to improve it, it is also necessary to know the amount of CO ₂ produced during transport related to the goods.

The DE 10 2020 101 625 A1 describes the determination of emissions caused by the use of vehicles.

The GB 2 473 688 A describes a device for logging data during transport.

The U.S. 9,147,293 B2 describes a system and a method for recording driving behavior and fuel consumption in order to detect emissions from the motor vehicle or fuel theft.

In the U.S. 2020/0 010 062 A1 a system for convoy formation from several motor vehicles is described in order to get from one place to another as fuel-efficiently and safely as possible.

The U.S. 2014/0 188 379 A1 describes the evaluation of the driving style of a passenger transport vehicle in order to reduce the vehicle's CO ₂ emissions.

The DE 10 2015 200 557 A1 describes a device and a method for controlling the CO ₂ emissions of a motor vehicle.

DSLV Deutscher Speditions- und Logistikverband eV, Calculation of greenhouse gas emissions in freight forwarding and logistics according to DIN EN 16258, terms, methods, examples, March 2013, [http://www.dslv.org/dslv/web.nsf/gfx/8F102DF8C3E4A2F141257BB7007779CB/ $file/DSLV-Guide %20Calculation%20of%20GHG-Emissions)/020Status%2003-2013. pdf] describes the calculation of CO ₂ emissions.

It is therefore the object of the present invention to specify a method for determining the goods-related amount of carbon dioxide emitted when goods are transported with a transport vehicle and a tracking device for carrying out the method, which enable a precise creation of a life cycle assessment for products to be transported.

This object is achieved with a method having the features of claim 1 and with a tracking device having the features of claim 10 . Advantageous configurations with expedient developments of the invention are specified in the dependent claims.

• - Erfassen der geographischen Position einer Ladestelle einer zu transportierenden Ware mittels eines Positionsbestimmungssensor,
• - Ermitteln des Leergewichts des Transportfahrzeugs mittels wenigstens eines Lastsensors der Bremsanlage des Transportfahrzeugs, wobei die Signale mittels des Steuergeräts der Bremsanlage über das CAN-Bus-System an eine zentrale Steuereinheit übertragen werden,
• - Ermitteln des Gewichts der zu transportierenden Ware nach ihrem Verladen und vor ihrem Transport mittels des Lastsensors der Bremsanlage über das CAN-Bus-System durch Subtraktion der Werte für das Leergewicht des Transportfahrzeugs,
• - Ermitteln der für den Transport verfügbaren Menge an Kraftstoff anhand der vom Steuergerät für die Kraftstoffversorgung über das CAN-Bus-System an die zentrale Steuereinheit bereitgestellten Kraftstoffwerte,
• - Transportieren der Ware zu einer Entladestelle, wobei durch den Positionsbestimmungssensor die gefahrene Route erfasst wird, wobei vorzugsweise aber auch die entlang der Route gefahrene(n) Geschwindigkeit(en) und/oder die entlang der Route aufgetretenen Beschleunigungen mit zusätzlichen Geschwindigkeits- und/oder Beschleunigungssensoren erfasst werden,
• - Ermitteln des Kraftstoffverbrauchs entlang der Route anhand des nach dem Transport noch verfügbaren restlichen Kraftstoffs über das CAN-Bus-System, wobei ein Nachfüllen von Kraftstoff entlang der Route ebenfalls berücksichtigt wird, und
• - Ermitteln der durch die transportierte Ware verursachten Menge an CO₂ anhand der vom Positionsbestimmungssensor erfassten Werte entlang der Route und anhand der Informationen zum Kraftstoffverbrauch unter Nutzung der Werte für die kraftstoffbezogene CO2-Emission, wie sie in der DIN EN 16258:2012 enthalten sind.

According to the invention, the transport vehicle has a CAN bus system to which at least one control unit of the brake system and one control unit of the fuel supply are connected. The method includes the following steps in particular:

• - detecting the geographic position of a loading point for goods to be transported by means of a position determination sensor,
• - Determination of the empty weight of the transport vehicle by means of at least one load sensor of the brake system of the transport vehicle, the signals being transmitted to a central control unit by means of the control unit of the brake system via the CAN bus system,
• - determining the weight of the goods to be transported after loading and before their transport using the load sensor of the brake system via the CAN bus system by subtracting the values for the empty weight of the transport vehicle,
• - Determining the amount of fuel available for transport based on the fuel values provided by the fuel supply control unit via the CAN bus system to the central control unit,
• - Transporting the goods to an unloading point, the route taken being detected by the position determination sensor, but preferably also the speed(s) driven along the route and/or the accelerations occurring along the route with additional speed and/or Acceleration sensors are detected,
• - determining the fuel consumption along the route based on the remaining fuel available after the transport via the CAN bus system, also taking into account refueling along the route, and
• - Determining the amount of CO ₂ caused by the transported goods based on the values recorded by the positioning sensor along the route and based on the information on fuel consumption using the values for fuel-related CO2 emissions as contained in DIN EN 16258:2012.

In this way, the quantity of CO ₂ emitted in relation to the goods can be determined in a particularly reliable manner. A model is used to determine the amount of CO ₂ , which is contained in the standard DIN EN 16258 (status: 2012), which has emission factors of 3.24 for diesel, 2.88 for petrol and 2.88 for liquid gas of 1.90 (so-called CO ₂ equivalent in kilograms/unit). In this way, the system can determine the CO ₂ emissions per kilometer driven, whereby if the weights of the loading units are known (i.e. the goods themselves and the respective loading aid assigned to the goods, possibly together with the load carrier packaging), the values for the individual transported product can be determined.

Within the scope of the method, it is advantageous if the at least one position determination sensor is set up to acquire signals from the GPS satellite system, to acquire signals from the Glonass satellite system and to acquire signals from the Galileo satellite system. The position determination sensor is preferably set up both for acquiring GPS data and for acquiring Glonass data as well as for acquiring Galileo data.

For this purpose, the central control unit of the transport vehicle is designed to transmit the data required to determine the CO ₂ emissions to a tracking device containing the position determination sensor. This tracking device can process the data recorded and transmitted via the CAN bus system and, if necessary, transmit it to a higher-level server.

A plurality of positioning sensors can be attached to a motherboard of the tracking device, with each positioning sensor being assigned to its own global satellite system and being able to receive its data. For example, in northern regions, a better positioning will be possible with the Glonass satellite system than would be the case with the GPS satellite system, so that the latter, for example, receives a lower weighting. The signals can preferably be averaged in a weighted manner. By weighting the mean value from the data from different global satellite systems, that global satellite system which provides the better signal strength or better satellite coverage and thus better position determination preferably always contributes more to the position determination.

It is provided according to the invention that the tracking device itself includes a microcontroller that determines the amount of CO ₂ caused on the basis of the transmitted fuel signals and the transmitted signals for the static axle load.

There is the possibility that the tracking device transmits the values provided by the control unit of the transport vehicle to a higher-level server, and that the values of the amount of CO ₂ caused can be viewed or called up via an Internet-based user portal. There is the advantageous possibility that the data of the bill of lading is also used to evaluate which loading unit (goods and, if applicable, load carrier) includes which weight, so that the amount of CO ₂ caused can be determined for each individual loaded good.

In this context, it is also advantageous if the weight of each individual loading unit or goods to be transported with/or loading aids is specified to the control unit before the transport, and if the amount of CO ₂ caused for the transport for each individual loading unit and/or for which each individual product is determined.

Further calculations can be made and the results stored in the portal, so that the required amount of CO ₂ for the transport of goods can be determined in advance. In this case, this determination can be made using predictive data, which originate, for example, from the data on the operating history of the transport vehicle, in particular also from its navigation system.

In this context, it is also advantageous if an optimization is carried out on the basis of the determined values for the CO ₂ emissions. This optimization can take place with regard to at least one, but preferably with regard to several parameters from the group comprising “speed to be driven”, “possible payload”, “weight of goods” and “route to be driven”.

The method described also opens up the possibility of the goods being transported multimodally and the goods-related CO ₂ quantity during transport being recorded separately for each means of transport and then collated.

As soon as intermodal transport is involved, the emissions occurring for other modes of transport can also be estimated using a formula; this is: S xvxr = K, where S is the distance to be transported, v is the specific consumption under standard conditions, r is the real consumption factor according to current studies (e.g. according to ICCT) and K is the fuel consumption. The formula K × E = MCO2 can then be used to determine the mass of carbon dioxide emitted during the period under consideration in kilograms, with K representing the fuel consumption in liters during the period under consideration and E the emission factor according to the values of DIN EN 16258 (status: 2012).

There is the advantageous possibility that the transported goods are at least also air freight, and that the amount of carbon dioxide emitted by the aircraft during the transport of the air freight is also determined during the transport of the air freight. This is another way of determining the amount of CO ₂ actually caused by a product in multimodal transport.

One or more values are preferably taken into account when determining the amount of carbon dioxide emitted by the aircraft. These values to be taken into account can be taken from the following group: empty weight of the aircraft, weight of the cargo on the aircraft, amount of fuel present, amount of fuel consumed and distance traveled.

The advantages, advantageous configurations and effects explained in connection with the method according to the invention apply in the same way to the tracking device according to the invention, the microcontroller of which is set up to carry out the method.

Data communication via the so-called CAN bus is widespread in vehicles, whereby CAN stands for "Controller Area Network" and thus forms a network of several control units with equal rights ("master"). The messages selected for data transmission via CAN bus are standardized or defined by a standard. This data is transmitted with a maximum signal size of 8 bytes per message. A CAN message typically contains a CAN identifier (a so-called CAN ID) and a signal in addition to other components. The identifier can be a code for "axial axle load in kilograms" and the signal "1,500" - hexadecimal coded - purely as an example. Such a CAN message thus transmits information about the axially acting axle load of 1,500 kg. The axle load is measured by a sensor in the brake system and then made available in a standardized form via the CAN bus interface in the form of a CAN message, where it is further processed by the tracking device, which for this purpose includes a microcontroller, which is preferably in the form of a one-chip system present. In an analogous manner, the signal for the fuel level in the fuel tank can be transmitted and used to determine the amount of CO ₂ .

For example, a CAN message with an identifier and a signal is additionally provided via the CAN bus interface, which represents a code for “speed in km/h” and, as a signal, the speed as a number encoded in hexadecimal digits.

The static axle load is preferably taken from the EBS 22 message according to ISO 11992-2:2004 using the load signal provided via the CAN bus interface, for which purpose at least one of the bytes in place five or six of the EBS 22 message is read.

It has been found that the load signal for the axle load, which is detected by the sensors of the brake system, can change significantly due to wind loads acting and/or due to a roof load that is present due to precipitation. In order to leave out these effects when evaluating the amount of CO ₂ , the invention provides that weather data are received from a data service, and that if a predetermined value for the prevailing precipitation and/or the prevailing wind speed is exceeded, the Weather data are taken into account when evaluating the load signal.

Alternatively or additionally, there is also the possibility that the control unit evaluates a gentle increase in the axle load over time as an indication of prevailing precipitation, so that this increase in the axle load does not detect unauthorized entry or unloading of the loading area.

The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and/or shown alone in the figures can be used not only in the combination specified in each case, but also in other combinations or on their own, without going beyond the scope of the leave invention. Embodiments are therefore also to be regarded as included and disclosed by the invention which are not explicitly shown or explained in the figures, but which result from the explained embodiments and can be generated by means of separate combinations of features.

• 1 eine schematische Illustration eines Lastzugs aus Zugfahrzeug und Anhänger, bei dem an die CAN-Bus-Schnittstelle ein Gerät angeschlossen ist, um - ggfs. auch prädiktiv - eine warenbezogene CO2-Mengenmessung durchzuführen, und
• 2 eine schematische Illustration des Trackingsystems sowie des Geräteaufbaus.

Further advantages, features and details of the invention result from the claims, the following description of preferred embodiments and with reference to the drawings. show:

• 1 a schematic illustration of a truck and trailer consisting of a towing vehicle and a trailer, in which a device is connected to the CAN bus interface in order to carry out a goods-related CO2 quantity measurement - possibly also predictively - and
• 2 a schematic illustration of the tracking system and the structure of the device.

In 1 1 is a schematic representation of a truck 100, which is in the form of a road train comprising a trailer 102 and a tow vehicle 104. FIG. This truck 100 includes a bus system, namely a CAN bus system with multiple CAN bus interfaces 112. The truck 100 also includes a brake system 114, which are assigned at least one, preferably multiple sensors for axially acting axle load. The sensors provide a load signal in the message EBS 22 according to ISO 11992-2:2014 via the CAN bus interface 112, for which the bytes at positions 5 and 6 can be read out in order to query the axially acting axle load. In addition, the filling level of the fuel tank is provided in the form of a signal via the CAN bus system and continuously monitored.

• - Erfassen der geographischen Position einer Ladestelle einer zu transportierenden Ware mittels eines Positionsbestimmungssensors 212,
• - Ermitteln des Leergewichts des Transportfahrzeugs mittels wenigstens eines Lastsensors der Bremsanlage 114 des Transportfahrzeugs, wobei die Signale mittels des Steuergeräts 108, 110 der Bremsanlage 114 über die CAN-Bus-Schnittstelle 112 an eine zentrale Steuereinheit übertragen werden,
• - Ermitteln des Gewichts der zu transportierenden Ware nach ihrem Verladen und vor ihrem Transport mittels des Lastsensors der Bremsanlage 114 über das CAN-Bus-System durch Subtraktion der Werte für das Leergewicht des Transportfahrzeugs,
• - Ermitteln der für den Transport verfügbaren Menge an Kraftstoff anhand der vom Steuergerät für die Kraftstoffversorgung über das CAN-Bus-System an die zentrale Steuereinheit bereitgestellten Kraftstoffwerte,
• - Transportieren der Ware zu einer Entladestelle, wobei durch den Positionsbestimmungssensor 212 die gefahrene Route, und durch entweder den Positionsbestimmungssensor 212 oder durch einen oder mehrere Beschleunigungssensoren 204 die entlang der Route gefahrenen Geschwindigkeiten und die entlang der Route auftretenden Beschleunigungen erfasst werden,
• - Ermitteln des Kraftstoffverbrauchs entlang der Route anhand des nach dem Transport noch verfügbaren restlichen Kraftstoffs über das CAN-Bus-System, wobei ein Nachfüllen von Kraftstoff entlang der Route ebenfalls berücksichtigt wird, und
• - Ermitteln der durch die transportierte Ware verursachten Menge an CO₂ anhand der von den Positionsbestimmungssensor 212 erfassten Werte entlang der Route und anhand der über das CAN-Bus-System bereitgestellten Informationen zum Kraftstoffverbrauch unter Nutzung der Werte für die kraftstoffbezogene CO₂-Emission, wie sie in der DIN EN 16258 (Stand: 2012) enthalten sind.

The method according to the invention can be implemented with this configuration. The method is used to determine the amount of carbon dioxide (CO ₂ ) emitted when goods are transported with a transport vehicle, and it includes the following steps in particular:

• - detecting the geographic position of a loading point for goods to be transported by means of a position determination sensor 212,
• - Determination of the empty weight of the transport vehicle by means of at least one load sensor of the brake system 114 of the transport vehicle, the signals being transmitted by means of the control unit 108, 110 of the brake system 114 via the CAN bus interface 112 to a central control unit,
• - Determination of the weight of the goods to be transported after their loading and before their transport by means of the load sensor of the brake system 114 via the CAN bus system by subtracting the values for the empty weight of the transport vehicle,
• - Determining the amount of fuel available for transport based on the fuel values provided by the fuel supply control unit via the CAN bus system to the central control unit,
• - Transporting the goods to an unloading point, with the route taken by the position determination sensor 212 and the speeds traveled along the route and the accelerations occurring along the route being detected by either the position determination sensor 212 or by one or more acceleration sensors 204,
• - determining the fuel consumption along the route based on the remaining fuel available after the transport via the CAN bus system, also taking into account refueling along the route, and
• - Determine the amount of CO ₂ caused by the transported goods based on the values recorded by the position determination sensor 212 along the route and based on the information on fuel consumption provided via the CAN bus system using the values for the fuel-related CO ₂ emission, such as they are included in DIN EN 16258 (status: 2012).

In the present case, the data required to determine the CO ₂ emissions are transmitted from the central control unit of the transport vehicle to a tracking device 200 containing the position determination sensor 212 . This tracking device 200 includes the microcontroller 202, which can itself determine the amount of CO ₂ caused.

However, there is also the possibility that the values provided by the control unit of the transport vehicle are transmitted from the tracking device 200 to a higher-level server 302, with the values for the amount of CO ₂ caused being visible or retrievable via an Internet-based user portal. The tracking device 200 then has a communication module 214 that can communicate wirelessly with a communication module 304 of the server 302 . The server 302 is preferably provided with an online portal, so that a database 306 can be accessed online, and so that the data—graphically processed—is output in the online portal.

The weight of each individual loading unit can be determined on the basis of the consignment note for the transport to be carried out, so that the cumulatively determined quantity of CO ₂ emissions can be distributed among each individual item of the relevant transport. In this way, the amount of CO ₂ emitted can be determined in relation to the goods - and therefore for a very specific individual goods of the transport. For this are mostly even the The weight of the additional load, i.e. the pallets or the packaging of the goods, is known, so that the amount of CO ₂ caused by goods during transport can be determined even more precisely.

Empirical data can also be used to predict the CO ₂ emissions of goods to be transported for future transport. Optimizations can be made in terms of speed, payload, the weight of the goods themselves and the route to be chosen in order to determine the most climate-friendly way of transporting goods. It may be possible and necessary to make a compromise between these different parameters in order to minimize the ecological footprint caused across all parameters.

However, the method is not only suitable when using the tracking device 200 in a truck 100, but also for multimodal transports, in particular when the tracking device 200 remains with the transported goods; the means of transport “changes” as well. The goods-related CO ₂ quantity during transport can then be recorded separately for each of the selected means of transport and then compiled, whereby a predictive determination of the (probably) resulting CO ₂ quantity can also be made in multimodal goods transport.

Changes in the axle load on which the CO ₂ emission determination is based can occur due to weather conditions. For this reason, the tracking device 200 also uses the weather data provided by a data service 300, with the weather data also being taken into account when evaluating the load signal if a predetermined value for the prevailing precipitation and/or a predetermined value for the prevailing wind strength is exceeded. Consequently, heavy precipitation and/or strong gusts of wind will not cause the CO ₂ quantity to deviate too much from the real emission values.

In 2 It can be seen that the microcontroller 202 of the tracking device 200 - as can be seen from the dashed representation - is in communication with the sensors 204, 212, a GSM communication module 214 and a BLE module 218. Microcontroller 202 is present in the form of a single-chip system on a motherboard, and is set up to evaluate the signals detected by the at least one position determination sensor 212, with a weighted mean value being formed during position determination, in which the signals of the global Satellite systems are weighted depending on a respective satellite coverage (number of satellites) and/or depending on the respective signal strengths of the respective satellite. The microcontroller 202 is also set up to send the result of the position determination, and therefore the position determination data, to the server 302 via the GSM communication module 214 .

For this purpose, USSD technology is used in this example, which, however, has a very narrow bandwidth, so that only a small amount of energy is required for sending, which offers clear advantages over the classic sending of an SMS via the mobile network. USSD stands for "Unstructured Supplementary Service Data" and is a communication technology for GSM (English: "Global System for Mobile"), with which messages can be sent between the tracking device and an application in the network. The position determination data is divided into individual data packets, with each data packet being in the form of a string to which a device-side time stamp is assigned and a running or serial number is attached. After the transmission of the individual data packets, the server 302 combines them again using the time stamp and using the serial number or the running number. The complete position determination data are then available again on the server side. In this way, it is possible - almost in real time - to determine the amount of CO ₂ that has already been emitted, depending on the distance already covered.

The BLE module 218 present in the tracking device 200 is used here, for example, to detect Bluetooth tags 400 in the radio range or Bluetooth beacons in the radio range, with the booster antenna 220 being set up to send so many signals that a radio range existing Bluetooth tag 400, which is equipped with a nanogenerator 402, is supplied with so much energy that it can in turn send feedback to the BLE module 218. The Bluetooth tags 400 are thus formed without energy stores. This form of "energy harvesting" offers enormous advantages, since only passive Bluetooth tags, ie those not provided with an energy store, can be attached to the goods, which are supplied with power by the central tracking device 200 . If there is no response from one of the Bluetooth tags 400, it can be concluded that this is no longer within radio range and either slipped too much during transport or was even stolen. This can also be output on the server 302, in particular on an online platform, with additional alarm options being available, such as sending an SMS or e-mail notification by means of the server 302 or by other acoustic or visual signaling.

2 further refers, for example, to the possibility that the tracking device 200 can be designed in several parts, for which purpose the device 200 then comprises a transmission part 206 which is directly connected to the CAN bus interface(s) 112 . In this way, the dimensions of the transmitter part 206 can be made very small, which may be necessary due to the available installation space in a truck 200 . The transmission part 206 includes a communication module 208 to communicate wirelessly with a further communication module 208 in a receiving part 210 of the tracking device 200 . For this purpose, for example, a Bluetooth connection or another type of radio connection is also used. The transmission part 206 can be fed electrically from the CAN bus interface 112 in order to be able to send data. The receiving part 210 includes, for example, an electrical memory 216, so that the receiving part 210 is also supplied with electricity in order to process signals and communicate with the server 302 or the Bluetooth tags 400, i.e. a set 404 of Bluetooth tags 400 . Alternatively, there is also the possibility that the tracking device 200 is formed in one piece and is therefore also directly coupled to the CAN bus interface 112 by wire. In this way, the separate electrical storage device 216 can be dispensed with, which reduces the weight of the device 200 .

As a result, with the method according to the invention and the tracking device 100 according to the invention, a reliable and precise determination of the CO2 emissions related to the goods is possible, with the tracking device 200 having further useful functions as outlined above.

reference list

100

truck / truck

102

Fan

104

towing vehicle

106

truck bed

108

Brake system control unit (trailer)

110

Brake system control unit (towing vehicle)

112

CAN bus interface (brake control unit and fuel level)

114

braking system

116

control unit (traction vehicle)

200

tracking device

202

microcontroller

204

accelerometer

206

transmission part

208

Communication module (between transmitter and receiver)

210

receiving part

212

positioning sensor

214

Communication module (tracking device - server; device-side)

216

Electrical storage

218

BLE module (“Bluetooth Low Energy”)

220

booster antenna

300

data service

302

server

304

Communication module (tracking device - server; server-side)

306

Database

400

Bluetooth tag

402

Nano generator (“energy harvesting”)

404

set

Claims (10)

Method for determining the goods-related quantity of carbon dioxide (CO ₂ ) emitted during goods transport with a transport vehicle that has a CAN bus system to which at least one control unit (108, 110) of the brake system (114) and a control unit of the fuel supply are connected comprising the steps of: - detecting the geographic position of a loading point for goods to be transported using a position determination sensor (212), - determining the empty weight of the transport vehicle using at least one load sensor in the brake system (114) of the transport vehicle, the signals being transmitted using the control unit (108 , 110) of the brake system (114) via the CAN bus system to a central control unit, - determining the weight of the goods to be transported after they have been loaded and before they are transported using the load sensor of the brake system (114) via the CAN bus -System by subtracting the values for the tare weight of the transport vehicle , - determining the amount of fuel available for transport based on the fuel values provided by the fuel supply control unit via the CAN bus system to the central control unit, - transporting the goods to an unloading point, where by the position determination sensor (212) the route traveled is recorded, - determining the fuel consumption along the route based on the remaining fuel still available after the transport via the CAN bus system, with refilling of fuel along the route also being taken into account, and - determining the through the transported goods caused amount of CO ₂ based on the values recorded by the positioning sensor (212) along the route and based on the fuel consumption information provided via the CAN bus system using the values for the fuel-related CO ₂ emission as specified in of DIN EN 16258:2012, the central control unit of the transport vehicle transmitting the data required to determine the CO ₂ emissions to a tracking device (200) containing the position determination sensor (212), the tracking device (200) having a microcontroller (202) includes, which determines the amount of CO ₂ caused, wherein the tracking device (200) of ei weather data are provided by a data service (300), and wherein the weather data are taken into account in the assessment of the load signal if a predetermined value for the prevailing precipitation and/or a predetermined value for the prevailing wind speed is exceeded. procedure after claim 1 , characterized in that the tracking device (200) transmits the values provided by the control unit of the transport vehicle to a higher-level server (302), and that the values of the amount of CO ₂ caused can be viewed or called up via an Internet-based user portal. procedure after claim 2 , characterized in that the tracking device (200) transmits the data required to determine the CO ₂ emissions to the server (302), and that the server (302) determines the amount of CO ₂ caused by the transported goods. Procedure according to one of Claims 1 until 3 , characterized in that the weight of each individual loading unit to be transported (goods + loading aids) is specified to the control unit before the transport, and that the amount of CO ₂ caused for the transport is determined for the individual loading unit and/or for the individual goods . Procedure according to one of Claims 1 until 4 , characterized in that the determined values for the CO ₂ emissions are used to optimize at least one parameter from the group consisting of the speed to be driven, the load, the weight of the goods and the route to be taken. Procedure according to one of Claims 1 until 5 , characterized in that the goods are transported multimodally, and that the goods-related amount of CO ₂ during transport is recorded separately for each means of transport and then collated. procedure after claim 6 , characterized in that the transported goods are at least also air freight, and that the amount of carbon dioxide emitted by the aircraft during the transport of the air freight is also determined during the transport of the air freight. procedure after claim 7 , characterized in that when determining the amount of carbon dioxide emitted by the aircraft, one or more of those values are taken into account that come from the group comprising the empty weight of the aircraft, the weight of the cargo on the aircraft, the amount of fuel available, the amount of fuel consumed and the distance traveled . Procedure according to one of Claims 1 until 8th , characterized in that the transport weight is taken from the load signal of the message EBS 22 according to ISO 11992-2:2014. Tracking device (200) with a microcontroller for carrying out the method according to one of Claims 1 until 9 is set up.

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