Evaluation method, device, equipment and storage medium for low carbon performance of ship-port system

Abstract

The present invention relates to the technical field of low-carbon performance evaluation. The present invention discloses an evaluation method, device, equipment and storage medium for the low-carbon performance of a ship-port system, which can improve the accuracy of the evaluation results of the low-carbon performance. The method includes obtaining the input-output data of multiple ship-port systems within a preset time period, and dividing the area where the multiple ship-port systems are located into multiple regions, each region containing multiple ship-port systems; according to a preset period, the input-output data of each ship-port system is divided into pending data corresponding to each period; all pending data are input into a multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods; based on all low-carbon efficiencies, the intra-regional differences of each region and the inter-regional differences of each region in the region are analyzed using the Theil index to obtain the overall differences; based on the overall differences, intra-regional differences and inter-regional differences, the low-carbon performance of all ship-port systems is evaluated.

Description

Technical Field

[0001] The present invention relates to the technical field of low-carbon performance evaluation, and more specifically, to a method, device, equipment and storage medium for evaluating the low-carbon performance of a ship-port system. Background Art

[0002] Ports are important hubs for trade and logistics. Their functions have expanded from traditional cargo loading and unloading, storage, and transportation to trade, logistics, information, finance, and other fields. Ports are not only cargo transit stations, but also important gateways for economic and trade exchanges. However, port activities are usually accompanied by a large amount of energy consumption, emission release, and depletion of natural resources, resulting in a significant carbon footprint. To achieve low-carbon development of ports, we first need to understand the carbon emissions of ports, which requires an assessment of the low-carbon performance of ports.

[0003] In the process of evaluating the low-carbon performance of ports, scholars in this field have proposed the concept of ship-port system (also known as "ship-port" system). The ship-port system includes the ship stage and the port stage. The ship stage refers to the ship activities in the port waters, and the port stage refers to the port operation activities on land. The purpose of evaluating the low-carbon performance of ports is achieved by evaluating the dynamic low-carbon performance of the ship-port system.

[0004] The traditional method for evaluating the low-carbon performance of the ship-port system is to input the input-output data of multiple decision-making units (i.e., the ship-port system) in the same cycle into the cross-efficiency network DEA (Data envelopment analysis) model, and evaluate the low-carbon performance of the ship-port system based on the low-carbon efficiency output by the cross-efficiency network DEA model. Since the cross-efficiency network DEA model can only independently evaluate the low-carbon performance of a single time period, and cannot combine the low-carbon efficiency of multiple time periods for evaluation, resulting in a lack of correlation between the low-carbon efficiency of each decision-making unit in multiple time periods, making it impossible for users to make correct evaluations based on the results of the model output, and then formulate incorrect improvement strategies, affecting the low-carbon development of the port.

[0005] In addition, the traditional method of evaluating the low-carbon performance of the ship-port system does not divide all decision-making units into multiple regions to compare the low-carbon performance of multiple regions, which also leads to inaccurate evaluation of low-carbon performance. Summary of the invention

[0006] The purpose of the embodiment of the present application is to provide a method, device, equipment and storage medium for evaluating the low-carbon performance of a ship-port system, which can improve the accuracy of the evaluation results of the low-carbon performance and provide a scientific basis for users to formulate emission reduction improvement strategies. The embodiment of the present application is mainly implemented through the following technical solutions:

[0007] A first aspect of an embodiment of the present application provides a method for evaluating the low-carbon performance of a ship-port system, comprising:

[0008] Obtain input-output data of multiple ship-port systems within a preset time period, and divide the area where the multiple ship-port systems are located into multiple regions, wherein the ship-port system includes a ship stage and a port stage, the ship stage refers to ship activities in port waters, and the port stage refers to port operation activities in land, and each region contains multiple ship-port systems;

[0009] According to a preset cycle, the input-output data of each ship-port system is divided into data to be processed corresponding to each cycle;

[0010] Input all the data to be processed into a multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods;

[0011] Based on all the low-carbon efficiencies mentioned, the Theil index is used to analyze the intra-regional differences of each region, as well as the inter-regional differences of each region in the mentioned area, to obtain the overall differences;

[0012] The low carbon performance of all ship-port systems is evaluated based on the overall difference, the intra-regional difference and the inter-regional difference.

[0013] According to one embodiment of the present application, the multi-period network DEA model is constructed in the following manner:

[0014] The global frontier is introduced into the cross-efficiency network DEA model to form the multi-period network DEA model.

[0015] According to an embodiment of the present application, the step of analyzing the intra-regional differences of each region and the inter-regional differences of each region in the region based on all the low-carbon efficiencies using the Theil index to obtain the overall differences includes:

[0016] Based on a first total number of all regions, a second total number of ship-port systems in the target region, a third total number of all ship-port systems in the region, a first average value of low-carbon efficiency corresponding to all ship-port systems in the target region, a second average value of low-carbon efficiency corresponding to all ship-port systems in the region, and differences in the target region, the intra-regional differences in the target region are calculated using the Theil index, wherein the target region is any one region among all regions;

[0017] Calculating the inter-regional differences of the target region using the Theil Index based on the first total number, the second total number, the third total number, the first average value, and the second average value;

[0018] The sum of the intra-regional difference and the inter-regional difference is calculated to obtain the overall difference.

[0019] According to one embodiment of the present application, the calculation formula of the intra-regional difference is:

[0020] ;

[0021] in, represents the first total quantity of all regions, Indicates the target area The second total number of CSSC-Port system, represents the third total quantity of all ship-port systems in the region, Indicates the target area The first average value of low-carbon efficiency corresponding to all ship-port systems, The second average value of low-carbon efficiency corresponding to all ship-port systems in the region, The target area difference.

[0022] According to one embodiment of the present application, the calculation formula of the inter-regional difference is:

[0023] ;

[0024] in, represents the first total quantity of all regions, Indicates the target area The second total number of CSSC-Port system, represents the third total quantity of all ship-port systems in the region, Indicates the target area The first average value of low-carbon efficiency corresponding to all ship-port systems, It represents the second average value of low carbon efficiency corresponding to all ship-port systems in the region.

[0025] According to one embodiment of the present application, the step of evaluating the low-carbon performance of all ship-port systems based on the overall difference, the intra-regional difference and the inter-regional difference comprises:

[0026] Based on the intra-regional differences and the overall differences, calculate and obtain the intra-regional difference contribution rate;

[0027] Based on the inter-regional differences and the overall differences, calculate and obtain the inter-regional difference contribution rate;

[0028] The low-carbon performance of all ship-port systems is evaluated based on the intra-regional difference contribution rate and the inter-regional difference contribution rate.

[0029] According to one embodiment of the present application, the calculation formula of the intra-regional difference contribution rate is:

[0030] ;

[0031] in, is the contribution rate of regional differences, It is the regional difference. is the overall difference.

[0032] According to one embodiment of the present application, the calculation formula of the inter-regional difference contribution rate is:

[0033] ;

[0034] in, is the regional difference contribution rate, It is the regional differences. is the overall difference.

[0035] A second aspect of the embodiment of the present application provides a low-carbon performance evaluation device for a ship-port system, comprising:

[0036] An acquisition module is used to acquire input-output data of multiple ship-port systems within a preset time period, and divide the area where the multiple ship-port systems are located into multiple regions, wherein the ship-port system includes a ship stage and a port stage, the ship stage refers to ship activities in port waters, and the port stage refers to port operation activities in land, and each region contains multiple ship-port systems;

[0037] A module for dividing data to be processed, used for dividing the input-output data of each ship-port system into data to be processed corresponding to each period according to a preset period;

[0038] A low-carbon efficiency generation module is used to input all the data to be processed into a multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods;

[0039] An overall difference obtaining module, used for analyzing the intra-regional difference of each region and the inter-regional difference of each region in the region based on all the low-carbon efficiencies using the Theil index to obtain an overall difference;

[0040] An evaluation module is used to evaluate the low carbon performance of all ship-port systems based on the overall difference, the intra-regional difference and the inter-regional difference.

[0041] According to a third aspect of an embodiment of the present application, a terminal device is provided, including a processor and a memory, the memory being used to store a computer program, the processor being used to call and run the computer program stored in the memory, and executing the steps of the method for evaluating the low-carbon performance of the ship-port system described in the first aspect of the embodiment of the present application.

[0042] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided for storing a computer program, wherein the computer program enables a computer to execute the steps of the method for evaluating the low-carbon performance of a ship-port system as described in the first aspect of the embodiment of the present application.

[0043] The beneficial effects of the embodiments of the present application include:

[0044] The embodiment of the present application obtains the input-output data of multiple ship-port systems within a preset time period, and divides the area where the multiple ship-port systems are located into multiple regions; according to the preset period, the input-output data of each ship-port system is divided into the data to be processed corresponding to each period; all the data to be processed are input into the multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods. Therefore, compared with the existing technology that can only independently evaluate the low-carbon performance of a single time period, the embodiment of the present application can compare the low-carbon efficiency of each ship-port system in different periods, analyze the trend of low-carbon efficiency over time, and thus accurately evaluate the low-carbon performance of each ship-port system. In addition, the present application uses the Theil index to analyze the intra-regional differences of each region, as well as the inter-regional differences of each region in the region, to obtain the overall differences; based on the overall differences, the intra-regional differences and the inter-regional differences, the low-carbon performance of all ship-port systems is evaluated. Therefore, compared with the prior art, the embodiment of the present application can compare and analyze multiple regions to obtain the differences in low-carbon efficiency between regions, so as to analyze the characteristics of different regions, further improve the accuracy of the low-carbon performance evaluation results, and provide a scientific basis for users to formulate emission reduction improvement strategies. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0046] Figure 1 A flow chart of a low-carbon performance evaluation method for a ship-port system of the present invention in some embodiments;

[0047] Figure 2Schematic diagram of a multi-phase ship-port system of the present invention in some embodiments;

[0048] Figure 3 A block diagram of a low-carbon performance evaluation device for a ship-port system according to the present invention in some embodiments;

[0049] Figure 4 It is a principle block diagram of the terminal device of the present invention in some embodiments. DETAILED DESCRIPTION

[0050] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0051] The terms "first" and "second" in this application are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0052] The terms "exemplary" or "for example" are used to indicate examples, illustrations or explanations. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0053] The terms "comprises," "includes," or any other variations thereof are intended to cover a non-exclusive inclusion, for example, a process, method, system, product, or apparatus that comprises a series of steps or elements is not necessarily limited to those steps or elements explicitly listed but may include other steps or elements not explicitly listed or inherent to such process, method, product, or apparatus.

[0054] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the specification of this application includes any and all combinations of one or more related listed items.

[0055] To facilitate understanding of the technical solution of this application, the relevant terms of this application are explained as follows:

[0056] Low-carbon performance is an important indicator of the contribution of port enterprises or organizations to the development of a low-carbon economy. By implementing low-carbon strategies and taking a series of measures, ports can reduce carbon emissions, improve energy efficiency and promote sustainable development. In other words, ports can use less input (i.e. investment and equipment), produce more output (i.e. cargo loading and unloading and throughput), and emit less carbon.

[0057] The cross-efficiency network DEA model refers to the efficiency level of a DMU (Decision Making Unit) relative to other DMUs. In the cross-efficiency network DEA model, each DMU is regarded as a node, and the connection between nodes represents the interaction and mutual influence between DMUs. By calculating the cross-efficiency of each DMU relative to other DMUs, the efficiency level of DMUs in the system can be more comprehensively evaluated.

[0058] The specific implementation of the present application is further described below in conjunction with the accompanying drawings.

[0059] like Figure 1 As shown, it is a flow chart of a method for evaluating the low-carbon performance of a ship-port system according to the first aspect of the embodiment of the present application. Figure 1 The evaluation methods for the low-carbon performance of the ship-port system include:

[0060] S1. Obtain input-output data of multiple ship-port systems within a preset time period, and divide the area where the multiple ship-port systems are located into multiple regions, wherein the ship-port system includes a ship stage and a port stage. The ship stage refers to ship activities in port waters, and the port stage refers to port operation activities in land. Each region contains multiple ship-port systems.

[0061] The preset time period is a time period in years, such as 2019-2022. In other embodiments, the preset time period can be set by those skilled in the art according to actual needs, and this document does not limit this.

[0062] The input-output data includes first input data of the ship, first output data of the ship, second input data of the port, and second output data of the port.

[0063] Specifically, the first input data includes ship capacity resource data and ship energy consumption data; the first output data includes carbon dioxide and container volume (i.e. the number of containers); the second input data includes container volume and the number of berths; the second output data includes carbon dioxide and operating income.

[0064] It should be understood that the container volume in the first output data is the container volume in the second input data, that is, the output of the ship is the input of the port.

[0065] Furthermore, the calculation formula of the ship capacity resource data is: ;in, represents the ship capacity resources, Indicates container ship The maximum designed container load capacity, Indicates ship of operating time in Hong Kong.

[0066] Furthermore, the ship energy consumption data refers to fuel consumption.

[0067] Furthermore, the calculation method of the carbon dioxide emissions in the first output data (ie, the carbon dioxide emissions of the ship) is implemented by using the STEAM (ship transport emissions) assessment model or the SEA (Strategic Environmental Assessment) assessment model.

[0068] The SEA assessment model is a ship emission assessment model, which mainly uses the ship's voyage as the unit and estimates the carbon emissions of a ship's voyage by calculating the average speed and time spent on the voyage.

[0069] The STEAM model was shown to be the most accurate model, and its estimation results were more precise.

[0070] Based on the above two implementation methods, the present application embodiment adopts the STEAM evaluation model to calculate the carbon dioxide emissions of ships in port waters. Specifically, the calculation process is as follows:

[0071] ;

[0072] ;

[0073] ;

[0074] ;

[0075] in, Indicates ship In time period Energy consumption of the host within; Indicates ship Host power; Indicates ship In time period The speed inside; Indicates ship Maximum design speed; Indicates ship In time period Energy consumption of auxiliary machines in the Indicates ship In sailing state Auxiliary engine power under Indicates ship In time period Energy consumption of boilers in the Indicates ship In sailing state Boiler power under Indicates ship In time period The carbon dioxide emissions within (this paper selects the shortest possible time, i.e. the time interval between two points before and after the ship’s trajectory); Indicates the engine type is , and the fuel type is Host carbon emission factor; Indicates the fuel type is Auxiliary carbon emission factors; Indicates the fuel type is The carbon emission factor of the boiler; Indicates the host engine type; Indicates the fuel type; Indicates the status of the ship.

[0076] Furthermore, the calculation formula of the carbon dioxide emissions in the second output data (i.e., the carbon dioxide emissions in the port land area) is as follows:

[0077] ;

[0078] in, represents the carbon dioxide emissions of the port, Indicates energy The unit consumption, Indicates business indicators such as port throughput, Indicates energy The carbon emission factor, It is the mass of carbon dioxide produced by the complete oxidation of a unit mass of carbon.

[0079] Further, according to the area where all ship-port systems are located, the area is divided into a plurality of regions.

[0080] Exemplarily, the region is divided into three regions: Region A, Region B and Region C, where Region A includes Dalian Port, Qinhuangdao Port, Qingdao Port, Rizhao Port, Tangshan Port and Tianjin Port; Region B includes Lianyungang Port, Ningbo-Zhoushan Port, Xiamen Port, Shanghai Port and Taicang Port; Region C includes Beibu Gulf Port, Guangzhou Port, Shantou Port, Yantian Port, Zhanjiang Port and Zhuhai Port. It should be understood that each port listed in the above example belongs to a ship-port system.

[0081] S2. According to a preset cycle, the input-output data of each ship-port system is divided into data to be processed corresponding to each cycle.

[0082] The preset cycle is one year. Exemplarily, this application divides the input-output data of each ship-port system from 2019 to 2022 into a cycle of one year, so that each ship-port system will obtain three data to be processed, one data to be processed for each year.

[0083] The data to be processed include first input data, first output data, second input data, and second output data of the same target cycle, wherein the target cycle is any one of all cycles.

[0084] S3. Input all the data to be processed into a multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods.

[0085] Furthermore, the multi-period network DEA model is constructed by introducing a global frontier into a cross-efficiency network DEA model to form the multi-period network DEA model.

[0086] The global frontier refers to putting all the ship-port systems in all cycles together to build a production frontier, which is a common low-carbon efficiency benchmark for ship-port systems in all cycles. Under this common benchmark, the low-carbon efficiency of a ship-port system can be compared with the low-carbon efficiency of other ship-port systems in the same cycle, and can also be compared with ship-port systems in different cycles. The multi-period network DEA model based on the global frontier realizes the cross-period comparison of low-carbon efficiency, making it possible to analyze the dynamic change trend of low-carbon efficiency over time.

[0087] The multi-period network DEA model generates the low-carbon efficiency of each ship-port system in different periods in the following way:

[0088] refer to Figure 2 , in In the cycle, for (That is, The first phase (ship phase) will be put into operation. Transformed into intermediate products used in stage 2 (i.e. port stage) , and the undesirable outputs discharged from the ship-port system Phase 2 will be invested and intermediate products Converted into final output and bad output , and discharge them from the ship-port system.

[0089] In cycle middle, (That is, The overall low-carbon efficiency of the system (ship-port system) can be obtained by adding the low-carbon efficiency of the two stages. Specifically, the weight of the ship stage The calculation formula is:

[0090] ;

[0091] in, for The multiplier of is the input data of the ship stage (that is, the first input data), for The multiplier of is the bad output of the ship phase (i.e., the carbon dioxide of the first output data), for The multiplier of is the input data of the port stage (that is, the number of berths of the second input data), for The multiplier of is the intermediate product of the ship stage (that is, the container volume of the first output data), for The multiplier of is the bad output at the port stage (i.e. the carbon dioxide of the second output data).

[0092] Port Phase Weight The calculation formula is:

[0093] ;

[0094] in, for The multiplier of is the input data of the port stage (that is, the number of berths of the second input data), for The multiplier of is the intermediate product of the ship stage (that is, the container volume of the first output data), for The multiplier of is the bad output at the port stage (i.e. the carbon dioxide in the second output data), for The multiplier of is the input data of the ship stage (that is, the first input data), for The multiplier of is the adverse output of the ship phase (i.e., the carbon dioxide of the first output data).

[0095] The calculation formula for low carbon efficiency at the ship stage is:

[0096] ;

[0097] in, for The multiplier of is the intermediate product of the ship stage (that is, the container volume of the first output data), for The multiplier of is the input data of the ship stage (that is, the first input data), for The multiplier of is the adverse output of the ship phase (i.e., the carbon dioxide of the first output data).

[0098] The calculation formula for low carbon efficiency at the port stage is:

[0099] ;

[0100] in, for The multiplier of is the final output of the port stage (i.e. the operating income of the second output data), for The multiplier of is the input data of the port stage (that is, the number of berths of the second input data), for The multiplier of is the intermediate product of the ship stage (that is, the container volume of the first output data), for The multiplier of is the bad output at the port stage (i.e. the carbon dioxide of the second output data).

[0101] The overall low-carbon efficiency of the system can be expressed as:

[0102] ;

[0103] in, is the weight of the ship stage, For low carbon efficiency at the ship stage, is the weight of the port stage, Low carbon efficiency at the port stage.

[0104] Based on the assumption of constant returns to scale, the input-oriented multi-period network DEA model constructed using the global frontier is as follows:

[0105] ;

[0106] ;

[0107] ;

[0108] ;

[0109] ;

[0110] ;

[0111] The meanings of the parameters are the same as those in the previous text and will not be repeated here.

[0112] The above model is converted into linear programming as follows:

[0113] ;

[0114] ;

[0115] ;

[0116] ;

[0117] ;

[0118] ;

[0119] ;

[0120] The meanings of the parameters are the same as those in the previous text and will not be repeated here.

[0121] The above model can obtain the optimal score of the overall low-carbon efficiency of the system. However, this model may have multiple optimal solutions, which leads to non-unique low-carbon efficiency in the stage, which is not conducive to managers making decisions based on the low-carbon efficiency score. In order to find a definite unique solution, this paper proposes a stage cooperation model as follows:

[0122] ;

[0123] ;

[0124] ;

[0125] ;

[0126] ;

[0127] ;

[0128] ;

[0129] ;

[0130] ;

[0131] ;

[0132] in, is the optimal objective function value of the model, It refers to the gap between the low-carbon efficiency of the ship stage and the target low-carbon efficiency. It refers to the gap between the low-carbon efficiency at the port stage and the target low-carbon efficiency. The meanings of the other parameters will not be repeated.

[0133] The above model optimizes and improves the low-carbon efficiency of the two stages as much as possible while maintaining the overall low-carbon efficiency of the system. At this time, there is no order relationship between the two stages, and they are treated equally. Assumption ( ) is the optimal solution of the above model, then In cycle The only optimal value of the overall low-carbon efficiency of the system and the low-carbon efficiency of the two stages is:

[0134] ;

[0135] ;

[0136] ;

[0137] By performing the above calculations on the data to be processed in different periods of each ship-port system, the low-carbon efficiency of all ship-port systems in the entire time period can be obtained, and all low-carbon efficiencies can be compared with each other.

[0138] The multi-period network DEA model of the embodiment of the present application can meet the needs of accurately evaluating the development trend of port low-carbon efficiency in the dynamic change process over time, and can further explore the evolution and improvement direction of system performance, providing decision makers with more accurate decision-making basis.

[0139] Moreover, the multi-period network DEA model introduces a global frontier, which can help researchers understand the dynamic development trend of the low-carbon efficiency of production systems more comprehensively and accurately.

[0140] S4. Based on all the low-carbon efficiencies, the Theil Index is used to analyze the intra-regional differences of each region and the inter-regional differences of each region in the region to obtain the overall differences.

[0141] Furthermore, the step S4 comprises:

[0142] S41. Based on the first total number of all regions, the second total number of ship-port systems in the target region, the third total number of all ship-port systems in the region, the first average value of low-carbon efficiency corresponding to all ship-port systems in the target region, the second average value of low-carbon efficiency corresponding to all ship-port systems in the region, and the differences in the target region, the intra-regional differences in the target region are calculated using the Theil Index, wherein the target region is any one of all regions.

[0143] Specifically, the calculation formula for the intra-regional difference is:

[0144] ;

[0145] in, represents the first total quantity of all regions, Indicates the target area The second total number of CSSC-Port system, represents the third total quantity of all ship-port systems in the region, Indicates the target area The first average value of low-carbon efficiency corresponding to all ship-port systems, The second average value of low-carbon efficiency corresponding to all ship-port systems in the region, The target area difference.

[0146] Furthermore, the target area The Difference The calculation formula is:

[0147] ;

[0148] in, Indicates the target area The second total number of CSSC-Port system, Yes Region CSSC-Port System Low carbon efficiency, Indicates the target area The first average value of low-carbon efficiency corresponding to all ship-port systems.

[0149] S42. Based on the first total number, the second total number, the third total number, the first average value, and the second average value, calculate the inter-regional differences in the target area using the Theil Index.

[0150] Specifically, the calculation formula for the inter-regional differences is:

[0151] ;

[0152] in, represents the first total quantity of all regions, Indicates the target area The second total number of CSSC-Port system, represents the third total quantity of all ship-port systems in the region, Indicates the target area The first average value of low-carbon efficiency corresponding to all ship-port systems, It represents the second average value of low carbon efficiency corresponding to all ship-port systems in the region.

[0153] S43. Calculate the sum of the intra-regional difference and the inter-regional difference to obtain the overall difference.

[0154] Specifically, the calculation formula of the overall difference is:

[0155] ;

[0156] in, For the overall difference, For regional differences, For regional differences.

[0157] The embodiment of the present application uses the Theil Index to analyze the regional spatial differences in port low-carbon efficiency, and divides the regional differences into intra-regional differences and inter-regional differences, so as to be able to analyze the characteristics of different regions.

[0158] S5. Evaluate the low carbon performance of all ship-port systems based on the overall difference, the intra-regional difference and the inter-regional difference.

[0159] Further, step S5 includes:

[0160] S51. Based on the intra-regional differences and the overall differences, calculate and obtain the intra-regional difference contribution rate.

[0161] Specifically, the calculation formula for the intra-regional difference contribution rate is:

[0162] ;

[0163] in, is the contribution rate of regional differences, It is the difference within the region. is the overall difference.

[0164] S52. Based on the inter-regional differences and the overall differences, calculate and obtain the inter-regional difference contribution rate.

[0165] Specifically, the calculation formula for the inter-regional difference contribution rate is:

[0166] ;

[0167] in, is the regional difference contribution rate, It is the regional differences. is the overall difference.

[0168] S53. Evaluate the low carbon performance of all ship-port systems based on the intra-regional difference contribution rate and the inter-regional difference contribution rate.

[0169] The embodiment of the present application obtains the input-output data of multiple ship-port systems within a preset time period, and divides the area where the multiple ship-port systems are located into multiple regions; according to the preset period, the input-output data of each ship-port system is divided into the data to be processed corresponding to each period; all the data to be processed are input into the multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods. Therefore, compared with the existing technology that can only independently evaluate the low-carbon performance of a single time period, the embodiment of the present application can compare the low-carbon efficiency of each ship-port system in different periods, analyze the trend of low-carbon efficiency over time, and thus accurately evaluate the low-carbon performance of each ship-port system. In addition, the present application uses the Theil index to analyze the intra-regional differences of each region, as well as the inter-regional differences of each region in the region, to obtain the overall differences; based on the overall differences, the intra-regional differences and the inter-regional differences, the low-carbon performance of all ship-port systems is evaluated. Therefore, compared with the prior art, the embodiment of the present application can compare and analyze multiple regions to obtain the differences in low-carbon efficiency between regions, so as to analyze the characteristics of different regions, further improve the accuracy of the low-carbon performance evaluation results, and provide a scientific basis for users to formulate emission reduction improvement strategies.

[0170] In some implementations, the calculation formula for the contribution rate of each region to the overall difference is as follows:

[0171] ;

[0172] in, For Region The contribution to the overall variance, Yes Region The sum of the low-carbon efficiency of all ship-port systems in It is the sum of the low-carbon efficiency of all ship-port systems in the region.

[0173] In some embodiments, the calculation formula of the overall difference can also be:

[0174] ;

[0175] in, It represents the third total quantity of all ship-port systems in the area; Ship-port system Low carbon efficiency, It is the first average value of low-carbon efficiency corresponding to all ship-port systems. The larger the value, the greater the overall difference.

[0176] like Figure 3 As shown, the embodiment of the present application further provides a low-carbon performance evaluation device 100 for a ship-port system, comprising:

[0177] The acquisition module 101 is used to acquire input-output data of multiple ship-port systems within a preset time period, and divide the area where the multiple ship-port systems are located into multiple regions, wherein the ship-port system includes a ship stage and a port stage, the ship stage refers to the ship activities in the port waters, and the port stage refers to the port operation activities in the land area, and each region contains multiple ship-port systems;

[0178] The to-be-processed data division module 102 is used to divide the input-output data of each ship-port system into to-be-processed data corresponding to each period according to a preset period;

[0179] A low-carbon efficiency generation module 103 is used to input all the data to be processed into a multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods;

[0180] An overall difference obtaining module 104 is used to analyze the intra-regional difference of each region and the inter-regional difference of each region in the region based on all the low-carbon efficiencies using the Theil index to obtain an overall difference;

[0181] The evaluation module 105 is used to evaluate the low carbon performance of all ship-port systems based on the overall difference, the intra-regional difference and the inter-regional difference.

[0182] The embodiment of the present application also provides a terminal device. The principle block diagram of the terminal device can be as follows: Figure 4 As shown. The terminal device includes a processor, a memory, a network interface, a display screen and a temperature sensor connected via a system bus. The processor is used to provide computing and control capabilities. The memory includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the terminal device is used to communicate with an external terminal via a network connection. When the computer program is executed by the processor, a method for evaluating the low-carbon performance of a ship-port system is implemented. The display screen can be a liquid crystal display screen or a terminal ink display screen, and the temperature sensor is pre-set inside the terminal device to detect the operating temperature of the internal device.

[0183] Those skilled in the art will understand that Figure 4 The principle block diagram shown in the figure is only a block diagram of a partial structure related to the scheme of the present invention, and does not constitute a limitation on the terminal device to which the scheme of the present invention is applied. The specific terminal device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0184] In some embodiments, an embodiment of the present application provides a terminal device, which includes a processor and a memory, wherein the memory is used to store a computer program, and the processor is used to call and run the computer program stored in the memory to execute the steps of the method for evaluating the low-carbon performance of a ship-port system provided in the first aspect of the embodiment of the present application.

[0185] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, wherein the computer-readable storage medium is used to store a computer program, and the computer program is used to implement the steps of the method for evaluating the low-carbon performance of a ship-port system provided in the first aspect of the embodiment of the present application.

[0186] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided by the present invention can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0187] The technical features of the above embodiments can be combined without changing the basic principles of the present invention. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0188] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of the present application shall be subject to the attached claims.

Claims

1. A method for evaluating the low-carbon performance of a ship-port system, characterized in that: include: Obtain input-output data of multiple ship-port systems within a preset time period, and divide the area where the multiple ship-port systems are located into multiple regions, wherein the ship-port system includes a ship stage and a port stage, the ship stage refers to ship activities in port waters, and the port stage refers to port operation activities in land, and each region contains multiple ship-port systems; According to a preset cycle, the input-output data of each ship-port system is divided into data to be processed corresponding to each cycle; Input all the data to be processed into a multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods; Based on all the low-carbon efficiencies mentioned, the Theil index is used to analyze the intra-regional differences of each region, as well as the inter-regional differences of each region in the mentioned area, to obtain the overall differences; Evaluate the low carbon performance of all ship-port systems based on the overall differences, the intra-regional differences and the inter-regional differences; The data to be processed includes first input data, first output data, second input data and second output data of the same target cycle, wherein the target cycle is any one of all cycles; The multi-period network DEA model is transformed as follows: ； ； ； ； ； ； ； in, is the optimal objective function value of the model; yes The maximum value in the range of ; yes The multiplier of It is an intermediate product in the ship stage; yes The maximum value in the range of ; yes The multiplier of It is the final output of the port stage; yes The maximum value in the range of ; for The multiplier of Input data for the ship phase; yes The maximum value in the range of ; yes The multiplier of is the input data of the port stage, the number of berths of the second input data; yes The maximum value in the range of ; yes The multiplier of It is the bad output of the ship stage; yes The maximum value in the range of ; yes The multiplier of It is the bad output of the port stage; It is an intermediate product used by the port stage; It is the input at the ship stage; It is the undesirable output discharged from the ship-port system; It is the final output of the port stage; It is the input at the port stage; It is the bad output of the port stage. It is a cycle. and It is the index of the ship-port system.

2. The method for evaluating the low-carbon performance of a ship-port system according to claim 1, characterized in that: The multi-period network DEA model is constructed in the following ways: The global frontier is introduced into the cross-efficiency DEA model to form the multi-period network DEA model.

3. The method for evaluating the low-carbon performance of a ship-port system according to claim 1, characterized in that: The step of analyzing the intra-regional differences of each region and the inter-regional differences of each region in the region based on all the low-carbon efficiencies using the Theil index to obtain the overall differences comprises: Based on a first total number of all regions, a second total number of ship-port systems in the target region, a third total number of all ship-port systems in the region, a first average value of low-carbon efficiency corresponding to all ship-port systems in the target region, a second average value of low-carbon efficiency corresponding to all ship-port systems in the region, and differences in the target region, the intra-regional differences in the target region are calculated using the Theil index, wherein the target region is any one region among all regions; Calculating the inter-regional differences of the target region using the Theil Index based on the first total number, the second total number, the third total number, the first average value, and the second average value; The sum of the intra-regional difference and the inter-regional difference is calculated to obtain the overall difference.

4. The method for evaluating the low-carbon performance of a ship-port system according to claim 3 is characterized in that: The calculation formula for the intra-regional differences is: ； in, represents the first total quantity of all regions, Indicates the target area The second total number of CSSC-Port system, represents the third total quantity of all ship-port systems in the region, Indicates the target area The first average value of low-carbon efficiency corresponding to all ship-port systems, The second average value of low-carbon efficiency corresponding to all ship-port systems in the region, The target area difference.

5. The method for evaluating the low-carbon performance of a ship-port system according to claim 3, characterized in that: The calculation formula for the regional differences is: ； in, represents the first total quantity of all regions, Indicates the target area The second total number of CSSC-Port system, represents the third total quantity of all ship-port systems in the region, Indicates the target area The first average value of low-carbon efficiency corresponding to all ship-port systems, It represents the second average value of low carbon efficiency corresponding to all ship-port systems in the region.

6. The method for evaluating the low-carbon performance of a ship-port system according to claim 1, characterized in that: The step of evaluating the low-carbon performance of all ship-port systems based on the overall difference, the intra-regional difference and the inter-regional difference comprises: Based on the intra-regional differences and the overall differences, calculate and obtain the intra-regional difference contribution rate; Based on the inter-regional differences and the overall differences, calculate and obtain the inter-regional difference contribution rate; The low-carbon performance of all ship-port systems is evaluated based on the intra-regional difference contribution rate and the inter-regional difference contribution rate.

7. The method for evaluating the low-carbon performance of a ship-port system according to claim 5, characterized in that: The calculation formula for the difference contribution rate within the region is: ； in, is the contribution rate of regional differences, It is the regional difference. is the overall difference; The calculation formula for the inter-regional difference contribution rate is: ； in, is the regional difference contribution rate, It is the regional differences. is the overall difference.

8. A low-carbon performance evaluation device for a ship-port system, characterized in that: include: An acquisition module is used to acquire input-output data of multiple ship-port systems within a preset time period, and divide the area where the multiple ship-port systems are located into multiple regions, wherein the ship-port system includes a ship stage and a port stage, the ship stage refers to ship activities in port waters, and the port stage refers to port operation activities in land, and each region contains multiple ship-port systems; A module for dividing data to be processed, used for dividing the input-output data of each ship-port system into data to be processed corresponding to each period according to a preset period; A low-carbon efficiency generation module is used to input all the data to be processed into a multi-period network DEA model to generate the low-carbon efficiency of each ship-port system in different periods; An overall difference obtaining module, used for analyzing the intra-regional difference of each region and the inter-regional difference of each region in the region based on all the low-carbon efficiencies using the Theil index to obtain an overall difference; An evaluation module, for evaluating the low carbon performance of all ship-port systems based on the overall difference, the intra-regional difference and the inter-regional difference; The data to be processed includes first input data, first output data, second input data and second output data of the same target cycle, wherein the target cycle is any one of all cycles; The multi-period network DEA model is transformed as follows: ； ； ； ； ； ； ； in, is the optimal objective function value of the model; yes The maximum value in the range of ; yes The multiplier of It is an intermediate product in the ship stage; yes The maximum value in the range of ; yes The multiplier of It is the final output of the port stage; yes The maximum value in the range of ; for The multiplier of Input data for the ship phase; yes The maximum value in the range of ; yes The multiplier of is the input data of the port stage, the number of berths of the second input data; yes The maximum value in the range of ; yes The multiplier of It is the bad output of the ship stage; yes The maximum value in the range of ; yes The multiplier of It is the bad output of the port stage; It is an intermediate product used by the port stage; It is the input at the ship stage; It is the undesirable output discharged from the ship-port system; It is the final output of the port stage; It is the input at the port stage; It is the bad output of the port stage. It is a cycle. and It is the index of the ship-port system.

9. A terminal device, characterized in that: include: A processor and a memory, the memory being used to store a computer program, the processor being used to call and run the computer program stored in the memory to execute the steps of the method for evaluating the low-carbon performance of a ship-port system as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: Used to store a computer program, wherein the computer program enables a computer to execute the steps of the method for evaluating the low-carbon performance of a ship-port system according to any one of claims 1 to 7.

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