A low-carbon quota-based railway infrastructure construction carbon emission control method

Abstract

The application discloses a railway infrastructure construction carbon emission control method based on low-carbon quota, comprising the following steps: decomposing the engineering entity of railway infrastructure based on work breakdown structure, constructing a carbon emission database; identifying key carbon emission processes through the carbon emission database, determining a feasible carbon reduction technology candidate set for each key carbon emission process; estimating and correcting the carbon reduction potential of each key carbon emission process to obtain the total emission reduction potential of the project; setting an emission reduction target according to the total emission reduction potential of the project, and constructing a quota optimization model with the minimum total emission reduction cost as the target; according to the quota optimization model, the quota is allocated to each key process and carbon reduction technology, and the optimal construction carbon emission control scheme is output. The application can allocate low-cost carbon quota and optimize carbon reduction path under the premise of meeting the emission reduction target, thereby providing reliable technical support for the fine and systematic control of railway engineering construction carbon emission.

Description

Technical Field

[0001] This invention relates to the field of carbon emission control technology in railway engineering construction, and in particular to a method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas. Background Technology

[0002] Guided by the "dual carbon" goals, carbon emission control during the construction phase of railway engineering, as a large-scale infrastructure project with high energy consumption and intensive material input, has become a focus of industry attention. Currently, carbon emission control in railway construction largely relies on traditional empirical emission reduction measures and static quota management, typically only statistically calculating the consumption of major materials or energy use, making it difficult to implement refined control for specific construction procedures. Under this traditional control model, railway construction carbon emission management still faces many pressing problems that need to be addressed:

[0003] (1) Lack of systematic management and control model. Existing carbon emission control methods for railway projects are mostly limited to total amount accounting and indicator assessment at the project or section level. A carbon emission quantitative analysis and dynamic management and control system covering the entire process from construction preparation, construction implementation to completion has not yet been established, resulting in fragmented and static carbon emission data, which is difficult to support integrated management of the entire process and all elements.

[0004] (2) Inaccurate identification of key emission reduction behaviors. Due to the lack of refined carbon emission analysis methods for process units, existing technologies often fail to accurately identify key processes and equipment with high carbon emission contributions from numerous construction processes, resulting in a crude management model of "flooding" emission reduction measures, with dispersed resource input and low emission reduction efficiency.

[0005] (3) Insufficient adaptability of carbon reduction technologies to construction processes. Existing railway construction emission reduction technologies are mostly proposed in the form of individual technical measures, lacking a systematic matching and mapping relationship with specific construction processes. A carbon reduction technology applicability analysis method based on process characteristics, construction scenarios, and professional categories has not yet been formed. When construction plans are adjusted or site conditions change, it is difficult to adjust the combination of carbon reduction technologies in a timely manner, resulting in emission reduction effects that are sensitive to construction conditions, fluctuate greatly, and lack reliability.

[0006] (4) The setting of emission reduction targets lacks scientific basis. At present, the setting of emission reduction targets for railway construction relies heavily on administrative orders and experience-based judgments, without fully considering the project's own construction organization methods, technical feasibility, and achievable emission reduction potential. There is also a lack of quantitative calculation process based on data and models. This "one-size-fits-all" or experience-based target setting method is prone to causing emission reduction targets to become disconnected from actual feasibility: when the target is too low, the emission reduction potential cannot be fully explored; when the target is too high, it lacks operability and it is difficult to achieve a balance between emission reduction effect and implementation cost.

[0007] (5) Lack of low-cost carbon allocation methods. Existing technologies mostly focus on total carbon emission control and quota decomposition, neglecting the optimal balance between emission reduction costs and benefits. There is a lack of a carbon quota allocation and optimization method that combines emission reduction potential, technical efficiency, and economic costs, making it difficult to conduct cost-benefit comparisons between different processes and different carbon reduction technologies. This results in some emission reduction schemes being often costly and economically infeasible, which is not conducive to their promotion and application in engineering practice. Summary of the Invention

[0008] The purpose of this invention is to provide a method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, which solves at least one of the above-mentioned technical problems. This method can allocate carbon quotas at low cost and optimize carbon reduction paths while meeting emission reduction targets, thereby providing reliable technical support for the refined and systematic management of carbon emissions during railway engineering construction.

[0009] The embodiments of the present invention are implemented as follows:

[0010] A method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, comprising:

[0011] S100 decomposes the engineering entities of railway infrastructure into work processes based on the work breakdown structure and constructs a carbon emission database.

[0012] S200, identify key carbon emission processes through the carbon emission database, and determine a set of feasible carbon reduction technology candidates for each key carbon emission process.

[0013] S300, estimate and revise the carbon reduction potential of each of the key carbon emission processes to obtain the total emission reduction potential of the project.

[0014] S400: Set emission reduction targets based on the total emission reduction potential of the project, and construct a quota optimization model with the goal of minimizing the total emission reduction cost.

[0015] S500 allocates quotas to each key process and carbon reduction technology according to the quota optimization model, and outputs the optimal construction carbon emission control scheme.

[0016] In a preferred embodiment of the present invention, in the above-mentioned method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, step S100, which involves decomposing the engineering entities of the railway infrastructure into work processes based on a work breakdown structure and constructing a carbon emission database, includes:

[0017] S110, the engineering entity is divided into three levels, and a three-level process tree structure is established, including process units, railway engineering and professional categories.

[0018] S120, combining material flow and energy flow analysis methods, determine the material, energy consumption, and mechanical time parameters for each process unit.

[0019] S130, the carbon emission factor method is used to calculate the carbon emissions of each process unit under conventional construction conditions.

[0020] S140, Establish a linked database. The linked database records the following information: project number, professional category, process unit number, project quantity, material usage, energy consumption, construction machinery hours, various carbon emission factors, and carbon emission details.

[0021] In a preferred embodiment of the present invention, in the above-mentioned method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, step S200, which involves identifying key carbon emission processes through the carbon emission database and determining a set of feasible carbon reduction technology candidates for each key carbon emission process, includes:

[0022] S210, extract data from the carbon emission database and calculate the total carbon emission percentage and carbon emission intensity of each process unit.

[0023] S220, identify process units whose total carbon emissions account for ≥ a first preset threshold and whose carbon emission intensity is ≥ a second preset threshold as key carbon emission processes, where the first preset threshold is 10% and the second preset threshold is 500 kg CO2 / process unit.

[0024] S230 matches candidate carbon reduction technologies corresponding to the key carbon emission processes from three dimensions: source reduction, process control, and end-of-pipe treatment.

[0025] S240, Based on the mapping pattern between the candidate carbon reduction technologies and processes, establish a carbon reduction technology applicability matrix of a four-level path to form a feasible carbon reduction technology candidate set. The four-level path includes carbon reduction technology, applicable process, professional category and railway engineering, so as to achieve dynamic adaptation of carbon reduction technologies under different construction scenarios.

[0026] In a preferred embodiment of the present invention, in the above-mentioned method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, step S300, which involves estimating and correcting the carbon reduction potential of each key carbon emission process to obtain the total emission reduction potential of the project, includes:

[0027] S310, Based on the applicability matrix, quantify the theoretical carbon reduction potential range of a single carbon reduction technology and the synergistic application of different technologies.

[0028] S320: Construct a stochastic frontier analysis model to estimate efficiency losses under actual construction conditions using historical project data. The calculation formula is: , This is the theoretical emission reduction value. For random perturbation, This is a technical inefficiency term.

[0029] S330, the theoretical carbon reduction potential range is corrected based on the stochastic frontier analysis model, and the calculation formula is as follows: To obtain the actual carbon reduction potential of each of the key carbon emission processes. .

[0030] S340, the actual carbon reduction potential of each of the aforementioned key carbon emission processes. The total emission reduction potential of the project is obtained by summarizing the applicable processes, professional categories, and process levels of railway engineering.

[0031] In a preferred embodiment of the present invention, in the above-mentioned method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas, step S400, which involves setting emission reduction targets based on the total emission reduction potential of the project and constructing a quota optimization model aimed at minimizing total emission reduction costs, includes:

[0032] The marginal emission reduction cost of carbon reduction technology at each of the key carbon emission processes is calculated using the following formula: ,in, As a professional category, For the process, For carbon reduction technologies.

[0033] Based on the project's total emission reduction potential, set emission reduction targets and construct a system that minimizes total emission reduction costs. A quota optimization model with the objective of [missing information], the quota optimization model includes decision variables, objective function and constraints.

[0034] In a preferred embodiment of the present invention, in the above-described method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas, the decision variables of the quota optimization model include the amount of emission reduction quotas. and binary variables The emission reduction quota For the first The first professional category The application of the first process The emission reduction quotas allocated to the carbon reduction technologies, the binary variables Indicates whether the technology has been selected. .

[0035] In a preferred embodiment of the present invention, in the above-described method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas, the objective function of the quota optimization model is: .

[0036] In a preferred embodiment of the present invention, the carbon emission control method for railway infrastructure construction based on low-carbon quotas described above includes overall emission reduction target constraints in the constraints of the quota optimization model. Constraints on emission reduction potential in processes ,in, To achieve emission reduction targets, This represents the upper limit of the maximum emission reduction potential.

[0037] In a preferred embodiment of the present invention, in the above-mentioned method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, step S500, which involves allocating quotas for each key process and carbon reduction technology according to the quota optimization model and outputting the optimal construction carbon emission control scheme, includes:

[0038] S510, the quota optimization model is solved using a mixed-integer linear programming solver to obtain the optimal solution vector, including the optimal emission reduction quota. Technology Selection Status .

[0039] S520, the optimal emission reduction quota The selected technology status The implementation sequence, responsible entities, key monitoring indicators, and budget costs are entered into the carbon emission database to generate a list of construction carbon emission control plans.

[0040] A carbon emission control system for railway infrastructure construction based on low-carbon quotas, comprising:

[0041] The carbon emission database construction module is used to decompose the engineering entities of railway infrastructure based on the work breakdown structure and construct a carbon emission database.

[0042] A carbon reduction technology candidate set construction module is used to identify key carbon emission processes through the carbon emission database and determine a feasible carbon reduction technology candidate set for each key carbon emission process.

[0043] The project's total emission reduction potential calculation module is used to estimate and correct the carbon reduction potential of each of the key carbon emission processes to obtain the project's total emission reduction potential.

[0044] The quota optimization model construction module is used to set emission reduction targets based on the total emission reduction potential of the project and construct a quota optimization model with the goal of minimizing the total emission reduction cost.

[0045] The scheme generation module is used to allocate quotas for each key process and carbon reduction technology according to the quota optimization model, and output the optimal construction carbon emission control scheme.

[0046] The beneficial effects of the embodiments of the present invention are:

[0047] This invention constructs a three-level linked carbon emission database of railway engineering, professional category, and process unit, and introduces a screening mechanism with dual thresholds of total carbon emission proportion and carbon emission intensity. It can quantitatively identify key processes with high carbon emission contribution at the process level, avoid ineffective investment of emission reduction measures in non-key processes, and transform emission reduction measures from extensive management of broad-based measures to targeted control of precise measures, thereby significantly improving resource utilization efficiency and emission reduction effectiveness.

[0048] This invention constructs a bottom-up carbon reduction potential calculation method to quantitatively assess the actual emission reduction potential of each key carbon emission process under different combinations of carbon reduction technologies. Based on this, it determines the total emission reduction potential and emission reduction target of the project, transforming the setting of emission reduction targets from relying on experience-based judgment to data-driven, precise quantitative decision-making. This effectively solves the problems of arbitrary target setting and disconnect from reality in traditional methods, ensuring that emission reduction targets are both challenging and feasible.

[0049] This invention establishes a four-level carbon reduction technology applicability matrix, which includes carbon reduction technology, applicable process, professional category, and railway engineering. This matrix clarifies the applicable scope of different carbon reduction technologies under different processes and construction scenarios. By combining stochastic frontier analysis to correct the actual efficiency of carbon reduction technologies, it fully explores the emission reduction potential of single technologies and the synergy of multiple technologies. This achieves intelligent matching and dynamic adaptation of emission reduction technologies with dynamically changing construction scenarios, effectively overcoming the shortcomings of insufficient adaptability and large fluctuations in emission reduction effects of existing technologies, and ensuring the reliability and stability of emission reduction measures under different working conditions.

[0050] This invention constructs a quota dynamic optimization model based on marginal emission reduction costs. It uses the application quotas of various carbon reduction technologies in key carbon emission processes as decision variables, and incorporates the efficiency of carbon reduction technologies, emission reduction potential, and economic costs into the optimization framework. Under the premise of meeting the emission reduction targets of the project and the carbon reduction potential constraints of each process, it optimizes the total cost of carbon reduction or the unit cost of emission reduction. This ensures the smooth completion of emission reduction targets while reducing carbon emission control costs and improving the economic efficiency and engineering promotion value of emission reduction schemes. Attached Figure Description

[0051] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a flowchart illustrating the carbon emission control method for railway infrastructure construction based on low-carbon quotas according to the present invention. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0054] Please refer to Figure 1 The first embodiment of the present invention provides a method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, comprising: S100, decomposing the engineering entity of the railway infrastructure into work processes based on a work breakdown structure to construct a carbon emission database; S200, identifying key carbon emission processes through the carbon emission database and determining a set of feasible carbon reduction technology candidates for each key carbon emission process; S300, estimating and refining the carbon reduction potential of each key carbon emission process to obtain the total emission reduction potential of the project; S400, setting emission reduction targets based on the total emission reduction potential of the project and constructing a quota optimization model with the goal of minimizing the total emission reduction cost; S500, allocating quotas to each key process and carbon reduction technology according to the quota optimization model and outputting the optimal construction carbon emission control scheme.

[0055] In step S100, the process of decomposing the engineering entity of railway infrastructure based on the work breakdown structure and constructing a carbon emission database includes: S110, dividing the engineering entity into three levels and establishing a three-level process tree structure, including process units, railway engineering, and professional categories; S120, determining the material, energy consumption, and mechanical time parameters of each process unit by combining material flow and energy flow analysis methods; S130, calculating the carbon emissions of each process unit under conventional construction conditions using the carbon emission factor method; and S140, establishing a linked database, the contents of which include project number, professional category, process unit number, engineering quantity, material usage, energy consumption, construction mechanical time, various carbon emission factors, and carbon emission details.

[0056] In step S200, identifying key carbon emission processes through the carbon emission database and determining a set of feasible carbon reduction technology candidates for each key carbon emission process includes: S210, extracting data from the carbon emission database and calculating the total carbon emission percentage and carbon emission intensity of each process unit; S220, identifying process units with a total carbon emission percentage ≥ a first preset threshold and a carbon emission intensity ≥ a second preset threshold as key carbon emission processes, where the first preset threshold is 10% and the second preset threshold is 500 kg CO2 / process unit; S230, matching candidate carbon reduction technologies corresponding to the key carbon emission processes from three dimensions: source reduction, process control, and end-of-pipe treatment; S240, establishing a four-level path carbon reduction technology applicability matrix based on the mapping pattern between the candidate carbon reduction technologies and processes, forming a set of feasible carbon reduction technology candidates, where the four-level path includes carbon reduction technology, applicable processes, professional categories, and railway engineering, to achieve dynamic adaptation of carbon reduction technologies under different construction scenarios.

[0057] Specifically, in S300, estimating and correcting the carbon reduction potential of each of the key carbon emission processes to obtain the total emission reduction potential of the project includes: S310, quantifying the theoretical carbon reduction potential range under the combined application of a single carbon reduction technology and different technologies based on the applicability matrix; and S320, constructing a stochastic frontier analysis model and using historical project data to estimate the efficiency loss under actual construction conditions. The calculation formula is: , This is the theoretical emission reduction value. For random perturbation, For the technical inefficiency term; S330, the theoretical carbon reduction potential range is corrected according to the stochastic frontier analysis model, and the calculation formula is as follows: To obtain the actual carbon reduction potential of each of the key carbon emission processes. S340, the actual carbon reduction potential of each of the aforementioned key carbon emission processes. The total emission reduction potential of the project is obtained by summarizing the applicable processes, professional categories, and process levels of railway engineering.

[0058] In S400, the step of setting emission reduction targets based on the total emission reduction potential of the project and constructing a quota optimization model aimed at minimizing total emission reduction costs includes: calculating the marginal emission reduction cost of carbon reduction technologies at each of the key carbon emission processes, using the following formula: ,in, As a professional category, For the process, For carbon reduction technologies; set emission reduction targets based on the total emission reduction potential of the project, and construct a system that minimizes the total emission reduction cost. A quota optimization model with the objective of [missing information], the quota optimization model includes decision variables, objective function and constraints.

[0059] The decision variables of the quota optimization model include the amount of emission reduction quotas. and binary variables The emission reduction quota For the first The first professional category The application of the first process The emission reduction quotas allocated to the carbon reduction technologies, the binary variables Indicates whether the technology has been selected. .

[0060] The objective function of the quota optimization model is: .

[0061] The constraints of the quota optimization model include overall emission reduction target constraints. Constraints on emission reduction potential in processes ,in, To achieve emission reduction targets, This represents the upper limit of the maximum emission reduction potential.

[0062] In step S500, the step of allocating quotas for each key process and carbon reduction technology according to the quota optimization model and outputting the optimal construction carbon emission control scheme includes: S510, solving the quota optimization model using a mixed-integer linear programming solver to obtain the optimal solution vector, including the optimal emission reduction quota. Technology Selection Status S520, the optimal emission reduction quota The selected technology status The implementation sequence, responsible entities, key monitoring indicators, and budget costs are entered into the carbon emission database to generate a list of construction carbon emission control plans.

[0063] A second embodiment of the present invention provides a carbon emission control system for railway infrastructure construction based on low-carbon quotas, comprising: a carbon emission database construction module, used to decompose the engineering entities of railway infrastructure into processes based on a work breakdown structure to construct a carbon emission database; a carbon reduction technology candidate set construction module, used to identify key carbon emission processes through the carbon emission database and determine a feasible carbon reduction technology candidate set for each key carbon emission process; a project total emission reduction potential calculation module, used to estimate and correct the carbon reduction potential of each key carbon emission process to obtain the project total emission reduction potential; a quota optimization model construction module, used to set emission reduction targets based on the project total emission reduction potential and construct a quota optimization model with the goal of minimizing total emission reduction costs; and a scheme generation module, used to allocate quotas to each key process and carbon reduction technology according to the quota optimization model and output the optimal construction carbon emission control scheme.

[0064] The third embodiment of the present invention provides an application case of a method for controlling carbon emissions in railway infrastructure construction based on low-carbon quotas: In a certain high-speed railway project section, the construction of bored piles (process unit) under bridge engineering (professional category) was identified as a key carbon emission process in the previous stage. The total carbon emission ratio and carbon emission intensity of this process both exceed the preset threshold, and its carbon reduction potential needs to be analyzed in detail.

[0065] (1) Identify key carbon emission processes in railway engineering

[0066] This analysis focuses on bored piles, a type of bridge engineering project with high carbon emission contributions. This process involves a large amount of concrete pouring, steel usage, and fuel / electricity consumption of drilling equipment.

[0067] (2) Establish a technology adaptation matrix for emission reduction technologies, applicable processes, specialties, and railway engineering.

[0068] Carbon reduction technologies are identified from three dimensions: source reduction, process control, and end-of-pipe treatment. The mapping relationship between technologies and processes is analyzed, including one-to-one, one-to-many, and many-to-one relationships, establishing a four-level path matrix. For bored piles, a set of candidate technologies is identified, such as: T1 - high-performance concrete, T2 - electric pile drivers replacing fuel-powered pile drivers, and T3 - mud recycling system. Further, a technology adaptation matrix is ​​constructed based on this, as shown in the following examples: T2 electric pile driver (emission reduction technology) → bored piles (applicable process) → bridge engineering (professional category) → a high-speed rail project (railway engineering), and another example: mud recycling → bored piles → bridge engineering → a high-speed rail project. Simultaneously, a preliminary analysis of technology applicability is conducted; for example, T2 electric pile drivers are suitable for construction scenarios where the power grid is in place, such as non-remote areas without electricity, achieving a preliminary match between technology and scenario.

[0069] (3) Quantify the theoretical carbon emission reduction potential range of each key process.

[0070] Based on design parameters and carbon emission factors, the carbon emission factor method is used to calculate the potential emission reduction ranges for each key process under ideal operating conditions, after the application of a single technology or a combination of technologies. Specific applications employ the baseline method for calculation, including:

[0071] Baseline calculation. Based on the original design drawings, bill of quantities, and carbon emission factor, the carbon emissions of the "drilled cast-in-place piles" project under conventional construction conditions were calculated using the carbon emission factor method to be Ebase = 1000 t CO2e.

[0072] Theoretical potential calculation. Application of T2 electric pile driver: Based on the bill of quantities after applying the T2 electric pile driver, the carbon emission factor method is used to recalculate the emissions, resulting in 700 t CO2e and a theoretical reduction of 300 t CO2e². Application of T3 (slurry circulation): Based on the bill of quantities after applying the T2 slurry circulation, the carbon emission factor method is used to recalculate the emissions, resulting in 950 t CO2e and a theoretical reduction of 50 t CO2e. Combined potential: If the combined application of T2 and T3 achieves a theoretical total emission reduction of 350 t CO2e, the preliminary theoretical emission reduction potential range is [0, 350] t CO2e.

[0073] (4) Dynamic adaptation of single carbon reduction technology / synergistic combination of different technologies

[0074] Based on the technology adaptation matrix, single technologies are matched with different combinations of technologies, conflicting combinations are eliminated, and a set of feasible technology solutions is determined. The compatibility of T2 and T3 is checked. Analysis reveals that the electric pile driver and the mud circulation system have no conflict in terms of physical space and power requirements, and there is a synergistic effect. Therefore, {T2,T3} is determined as one of the feasible dynamic adaptation solutions for this process, for subsequent potential calculation. The dynamic adaptation sub-analysis matrix for different technology synergistic combinations is shown in Table 1.

[0075] Table 1

[0076] T1 Applicable Can be used simultaneously Collaborative Promotion T2 / Applicable Collaborative Promotion Conflict, cannot be used simultaneously T3 / / Applicable .. / / / Unavailable

[0077] (5) Collect data on historical projects / pilot projects

[0078] Collect data from similar railway engineering projects or pilot sections of this project, including actual energy consumption, equipment operating efficiency, and construction interference factors. Also collect data from the pilot sections of this high-speed rail project or other similar bridge projects. The data shows that during actual construction, due to factors such as voltage fluctuations and frequent equipment relocation leading to downtime, the actual utilization rate of the electric pile driver is lower than the theoretical value.

[0079] (6) Constructing a modified model for carbon reduction potential

[0080] A stochastic frontier analysis (SFA) model is constructed. This model decomposes the deviation of actual carbon emissions from the theoretically optimal level of the frontier into random error and technical inefficiency (efficiency loss). Model establishment:

[0081]

[0082] in, For emission reduction loss value, , This represents the actual emission reduction value; The theoretical value calculated in step 3; For random perturbations; This is a technical inefficiency item, representing efficiency losses caused by factors such as management level and equipment operating conditions.

[0083] By fitting model parameters using collected historical data, the model was estimated for the "drilled pile" process when using the T2+T3 combination. Random perturbation, Parameters such as technical inefficiency terms and function expressions.

[0084] (7) Estimate the efficiency loss under actual construction conditions

[0085] The specific efficiency loss value is quantified based on the analysis results of the SFA model. Using the parameters and function expression fitted in step 6, and substituting the project data, the emission reduction efficiency loss "E" - "Loss" of the T2+T3 application is calculated.

[0086] (8) Revise the theoretical carbon reduction potential range to obtain the actual carbon reduction potential range.

[0087] Using the results obtained in step 7 Then, the theoretical potential in step 3 is revised. Revised emission reduction potential = Theoretical emission reduction potential Finally, the actual carbon reduction potential range of this process was determined, assumed to be 297.5 tCO2.

[0088] (9) Summarize the emission reduction of each key process from bottom to top: process → specialty → railway engineering.

[0089] The revised actual potential of each process is summarized upwards according to the hierarchical structure.

[0090] Process layer: Actual potential of bored piles = 297.5tCO2e.

[0091] Specialized level: This involves adding up the actual potential of all key processes in bridge engineering (such as bored piles and pier casting). Assume the total potential of the bridge engineering specialization = 297.5 + 500 (other processes) = 797.5tCO2e.

[0092] Engineering level: The potential of bridge, tunnel and roadbed engineering is summarized to obtain the total actual emission reduction potential of this project section.

[0093] (10) Output the overall total emission reduction potential of the project

[0094] The final, revised, and engineering-feasible total emission reduction potential value of the project is output as a scientific basis for the next step of target setting and quota allocation. For example, "the total actual carbon reduction potential of a certain high-speed rail project section is 5000 tCO2e". This data will be directly used to guide the next step of "top-down low-cost quota method" to ensure that the set emission reduction target is neither lower than the potential, which would result in the target being too low, nor higher than the achievable upper limit, which would result in the target being unachievable.

[0095] The embodiments of the present invention aim to protect a method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, which has the following effects:

[0096] 1. This invention constructs a multi-level linkage mechanism encompassing engineering, specialties, processes, technologies, and quotas. It proposes and implements a full-chain, multi-element linkage control model, from engineering entity decomposition and process carbon emission analysis to carbon reduction technology selection and optimized allocation of carbon quotas. This model breaks through the limitations of traditional localized and static emission reduction, achieving global collaborative optimization from source to end, and represents a systemic innovation in the mechanism for solving the problem of construction carbon emission control.

[0097] 2. This invention proposes an integrated decision-making method for potential assessment and target setting. It innovatively uses the quantitative assessment of the actual emission reduction potential of a project as the scientific basis for setting emission reduction targets, forming a closed-loop decision-making process of potential assessment, target setting, and achievability verification. This fundamentally solves the industry problem of arbitrary target setting and lack of scientific support.

[0098] 3. The low-carbon quota optimization method based on marginal emission reduction cost proposed in this invention for railway construction scenarios constructs a dynamic optimization method for low-carbon quotas in railway engineering construction based on marginal emission reduction cost. It deeply integrates technical efficiency, economic cost and emission reduction targets, and combines carbon reduction technology efficiency correction and multi-scenario adaptation analysis to solve the core problems of traditional technologies such as reliance on experience-based emission reduction, lack of carbon allocation methods and economic imbalance, and achieves a unity of dynamic, scientific and economical quota allocation.

[0099] It should be understood that the specific embodiments described above are merely illustrative or explanatory of the principles of the invention and do not constitute a limitation thereof. Therefore, any modifications, equivalent substitutions, improvements, etc., made without departing from the spirit and scope of the invention should be included within the protection scope of the invention. Furthermore, the appended claims are intended to cover all variations and modifications falling within the scope and boundaries of the appended claims, or equivalent forms of such scope and boundaries.

[0100] The computer program product of the method and device for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas provided in this invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods in the preceding method embodiments. For specific implementation details, please refer to the method embodiments, which will not be repeated here.

[0101] Specifically, the storage medium can be a general-purpose storage medium, such as a portable disk or hard disk. When the computer program on the storage medium is run, it can execute the above-mentioned carbon emission control method for railway infrastructure construction based on low-carbon quotas, thereby enabling low-cost carbon quota allocation and carbon reduction path optimization while meeting emission reduction targets.

[0102] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A method for controlling carbon emissions during railway infrastructure construction based on low-carbon quotas, characterized in that, include: S100 decomposes the engineering entities of railway infrastructure into work processes based on the work breakdown structure and constructs a carbon emission database. S200, identify key carbon emission processes through the carbon emission database, and determine a set of feasible carbon reduction technology candidates for each key carbon emission process; S300, estimate and revise the carbon reduction potential of each of the key carbon emission processes to obtain the total emission reduction potential of the project; S400, set emission reduction targets based on the total emission reduction potential of the project, and construct a quota optimization model with the goal of minimizing the total emission reduction cost; S500 allocates quotas to each key process and carbon reduction technology according to the quota optimization model, and outputs the optimal construction carbon emission control scheme.

2. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 1, characterized in that, In S100, the process decomposition of the engineering entities of railway infrastructure based on the work breakdown structure to construct a carbon emission database includes: S110, the engineering entity is divided into three levels, and a three-level process tree structure is established, including process units, railway engineering and professional categories; S120, Combining material flow and energy flow analysis methods, determine the material, energy consumption, and machine time parameters for each process unit; S130, The carbon emission factor method is used to calculate the carbon emissions of each process unit under conventional construction conditions; S140, Establish a linked database. The linked database records the following information: project number, professional category, process unit number, project quantity, material usage, energy consumption, construction machinery hours, various carbon emission factors, and carbon emission details.

3. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 1, characterized in that, In S200, the step of identifying key carbon-emitting processes through the carbon emission database and determining a set of feasible carbon reduction technology candidates for each key carbon-emitting process includes: S210, extract data from the carbon emission database and calculate the total carbon emission percentage and carbon emission intensity of each process unit; S220, identify process units whose total carbon emissions account for ≥ a first preset threshold and whose carbon emission intensity is ≥ a second preset threshold as key carbon emission processes, where the first preset threshold is 10% and the second preset threshold is 500 kg CO2 / process unit; S230, matching candidate carbon reduction technologies corresponding to the key carbon emission processes from three dimensions: source reduction, process control, and end-of-pipe treatment; S240, Based on the mapping pattern between the candidate carbon reduction technologies and processes, establish a carbon reduction technology applicability matrix of a four-level path to form a feasible carbon reduction technology candidate set. The four-level path includes carbon reduction technology, applicable process, professional category and railway engineering.

4. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 3, characterized in that, In S300, the estimation and correction of the carbon reduction potential of each of the key carbon emission processes to obtain the total emission reduction potential of the project includes: S310, Based on the applicability matrix, quantify the theoretical carbon reduction potential range of a single carbon reduction technology and the synergistic application of different technologies; S320: Construct a stochastic frontier analysis model to estimate efficiency losses under actual construction conditions using historical project data. The calculation formula is: , This is the theoretical emission reduction value. For random perturbation, This is a technical inefficiency term; S330, the theoretical carbon reduction potential range is corrected based on the stochastic frontier analysis model, and the calculation formula is as follows: To obtain the actual carbon reduction potential of each of the key carbon emission processes. ; S340, the actual carbon reduction potential of each of the aforementioned key carbon emission processes. The total emission reduction potential of the project is obtained by summarizing the applicable processes, professional categories, and process levels of railway engineering.

5. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 1, characterized in that, In S400, the step of setting emission reduction targets based on the total emission reduction potential of the project and constructing a quota optimization model with the goal of minimizing total emission reduction costs includes: The marginal emission reduction cost of carbon reduction technology at each of the key carbon emission processes is calculated using the following formula: ,in, As a professional category, For the process, For carbon reduction technologies; Based on the project's total emission reduction potential, set emission reduction targets and construct a system that minimizes total emission reduction costs. A quota optimization model with the objective of [missing information], the quota optimization model includes decision variables, objective function and constraints.

6. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 5, characterized in that, The decision variables of the quota optimization model include emission reduction quotas. and binary variables The emission reduction quota For the first The first professional category The application of the first process The emission reduction quotas allocated to the carbon reduction technologies, the binary variables Indicates whether the technology has been selected. .

7. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 5, characterized in that, The objective function of the quota optimization model is: .

8. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 5, characterized in that, The constraints of the quota optimization model include overall emission reduction target constraints. Constraints on emission reduction potential in processes ,in, To achieve emission reduction targets, This represents the upper limit of the maximum emission reduction potential.

9. The method for controlling carbon emissions from railway infrastructure construction based on low-carbon quotas according to claim 1, characterized in that, In S500, the allocation of quotas for each key process and carbon reduction technology based on the quota optimization model, and the output of the optimal construction carbon emission control scheme, includes: S510, the quota optimization model is solved using a mixed-integer linear programming solver to obtain the optimal solution vector, including the optimal emission reduction quota. Technology Selection Status ; S520, the optimal emission reduction quota The selected technology status The implementation sequence, responsible entities, key monitoring indicators, and budget costs are entered into the carbon emission database to generate a list of construction carbon emission control plans.

10. A carbon emission control system for railway infrastructure construction based on low-carbon quotas, characterized in that, include: The carbon emission database construction module is used to decompose the engineering entities of railway infrastructure based on the work breakdown structure and construct a carbon emission database. A carbon reduction technology candidate set construction module is used to identify key carbon emission processes through the carbon emission database and determine a feasible carbon reduction technology candidate set for each key carbon emission process. The project's total emission reduction potential calculation module is used to estimate and correct the carbon reduction potential of each of the key carbon emission processes to obtain the project's total emission reduction potential. The quota optimization model construction module is used to set emission reduction targets based on the total emission reduction potential of the project and construct a quota optimization model with the goal of minimizing the total emission reduction cost. The scheme generation module is used to allocate quotas for each key process and carbon reduction technology according to the quota optimization model, and output the optimal construction carbon emission control scheme.

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