Railway operation and maintenance management method, device, equipment and medium

Abstract

The invention belongs to the technical field of railway operation and maintenance, and particularly relates to a railway operation and maintenance management method, device and equipment and a medium. Comprising the following steps: dividing a railway line into a plurality of railway sections based on the average inspection mileage of different railway types in a working period; dividing the daily operation data of each railway section into historical train number data and future train number data; calculating loss parameters of each railway section according to the historical train number data; calculating window time of each railway section according to future train number data; planning an inspection task based on the loss parameters and the window time of each railway section; and performing routing inspection according to the routing inspection task, generating a routing inspection result and uploading the routing inspection result to the routing inspection terminal. According to the invention, the inspection efficiency is improved, and the inspection safety and integrity are guaranteed.

Description

Technical Field

[0001] The present invention belongs to the technical field of railway operation and maintenance, and particularly relates to a railway operation and maintenance management method, device, equipment and medium. Background Art

[0002] The maintenance work of railway transportation is of great significance for ensuring the normal operation and safety of railway facilities and equipment. The process is complex and covers a variety of technologies and methods. At present, the operation and maintenance work of railway facilities can be mainly divided into the following three key parts:

[0003] First, it is the inspection link of railway transportation volume. By inspecting the transportation volume and train numbers of each railway, it provides a basis for the scientific dispatching of railway transportation and ensures the smooth and orderly transportation process.

[0004] Second, it is to carry out the inspection task of railway tracks according to the established dispatching plan, aiming to detect potential quality hazards of the tracks in time, prevent problems before they occur, and ensure the safety of railway operation.

[0005] Third, based on the results obtained from the inspection, quickly and accurately carry out maintenance operations on the railway, repair the faults in time, and maintain the good operation state of the railway.

[0006] However, the current coordination and linkage of these three parts of railway operation and maintenance work are insufficient. Most of the maintenance operations are carried out during the gap periods of railway operation and maintenance dispatching, and the repair work is usually carried out in sequence according to the time order of fault detection. In actual operation, due to the high utilization rate that the railway needs to maintain, shortening the repair time becomes an inevitable requirement. However, due to the randomness of the locations where railway faults occur, repairing in the traditional time sequence is likely to lead to difficulty in improving the repair efficiency and delay the time for the railway to resume normal operation. At the same time, due to the lack of pertinence in the inspection work and the failure to focus on key potential hazard areas, some potential risks are difficult to be discovered in time, adding unstable factors to railway transportation and increasing the safety risks. Summary of the Invention

[0007] In view of the deficiencies of the existing technology, the present invention provides a railway operation and maintenance management method, including:

[0008] Dividing railway lines into several railway sections based on the average inspection mileage of different railway types within a working cycle;

[0009] Dividing the daily operation data of each railway section into historical train number data and future train number data;

[0010] Calculating the loss parameters of each railway section according to the historical train number data;

[0011] Calculating the idle time of each railway section according to the future train number data;

[0012] Plan inspection tasks based on the loss parameters and empty window times of each railway section;

[0013] Conduct inspections according to the inspection tasks, generate inspection results and upload the inspection results to the inspection terminal.

[0014] Furthermore, the historical train data includes:

[0015] The operation data that has been completed and is being executed.

[0016] Furthermore, the future train data includes:

[0017] The operation data that has not been executed yet.

[0018] Furthermore, the loss parameter has the following formula:

[0019]

[0020] where i represents the index of the railway section, and W i represents the loss parameter of the railway section; α is the first weight coefficient, measuring the wear on the railway caused by the number of carriages; β is the second weight coefficient, measuring the wear degree of the load on the railway section; A represents the number of trains passing through the railway section, a is the index of the train; b a is the total number of carriages of the a-th train passing through the railway section, and c a is the total weight of the a-th train passing through the railway section.

[0021] Furthermore, for the railway sections where the inspections have been completed, the loss parameters are halved.

[0022] Furthermore, the calculation of the empty window times of each railway section based on the future train data includes:

[0023] Based on the future train data, count the passing situations of vehicles on each railway section during the inspection scheduling time;

[0024] Based on the passing situations of vehicles, calculate the free time of each railway section;

[0025] Screen the free time of each railway section that is greater than the working cycle to complete the extraction of the empty window times of each railway section.

[0026] Furthermore, the planning of inspection tasks based on the loss parameters and empty window times of each railway section includes:

[0027] Arrange the railway sections with empty window times in descending order of loss parameters to construct a railway section inspection list;

[0028] Calculate the inspection work combination situations to generate an inspection matrix;

[0029] Based on the inspection matrix, according to the principle of no overlap of railway sections, filter the feasible inspection solutions and construct a feasible solution matrix;

[0030] Based on the feasible solution matrix, set the objective function;

[0031] Based on the objective function and the greedy selection strategy, continuously update the selection of feasible solutions until the objective function reaches the maximum to obtain the inspection task.

[0032] Furthermore, the inspection matrix includes:

[0033]

[0034] where k s represents the set of inspection work of the first type of railway section that the inspection team can complete within the scheduled time, and m1 and m2 are respectively the serial numbers of two railway sections in the set; represents the set of inspection work of the nth type of railway section that the inspection team k can complete within the scheduled time, and m5 and m6 are respectively the serial numbers of two selected railway sections in the set.

[0035] Furthermore, the objective function includes:

[0036]

[0037] where Q represents the cumulative sum of the loss parameters of all inspected railway sections in the feasible solution; T is the total time consumed by the inspection team to transfer between railway sections under the same feasible solution, and this time includes the time required to move from the starting position of the inspection team to each inspected section and between different sections; t is a constant greater than 1 determined in advance.

[0038] The present invention also provides a railway operation and maintenance management device, including:

[0039] Railway division module: used to divide the railway line into several railway sections based on the average inspection mileage of different railway types within one working cycle;

[0040] Data classification module: used to classify the daily operation data of each railway section into historical train number data and future train number data;

[0041] Loss parameter calculation module: used to calculate the loss parameters of each railway section according to the historical train number data;

[0042] Empty window time calculation module: used to calculate the empty window time of each railway section based on the future train number data;

[0043] Inspection task planning module: used to plan the inspection task based on the loss parameters and empty window time of each railway section;

[0044] The inspection result feedback module: It is used to perform inspections according to inspection tasks, generate inspection results and upload the inspection results to the inspection terminal.

[0045] The present invention also provides a computer device, which includes a memory and a processor. The memory stores a computer program. It is characterized in that when the computer program is executed by the processor, the processor executes the steps of the railway operation and maintenance management method described above.

[0046] The present invention also provides a computer-readable storage medium storing a computer program. It is characterized in that when the computer program is executed by the processor, the processor executes the steps of the railway operation and maintenance management method described above.

[0047] Compared with the prior art, the present invention has the following advantages:

[0048] 1. The present invention formulates a maintenance plan based on the results of scientifically planned inspection tasks, can accurately locate problem sections and perform timely maintenance. Different from the traditional emergency repair in the order of fault detection time, the present invention identifies high-loss and potential risk sections in advance, reduces maintenance delays caused by the randomness of fault locations, significantly shortens the railway fault repair time, and ensures the normal operation of the railway.

[0049] 2. The present invention plans inspections according to the empty window time to ensure that the inspection work is carried out during the safe time period without train interference, effectively guarantees the safety of inspection personnel and the integrity of the work, and improves the inspection efficiency.

[0050] 3. When planning inspection tasks, the present invention constructs an inspection matrix and sets an objective function, comprehensively considers the transfer time of the inspection team and the section loss, balances the relationship between the two, and realizes the optimal allocation of inspection tasks under the conditions of limited manpower and time, avoiding resource waste.

[0051] Other features and advantages of the present invention will be described in the subsequent specification, and part of them will become obvious from the specification or will be understood by implementing the present invention. The objectives and other advantages of the present invention can be achieved and obtained through the structures pointed out in the specification, claims and drawings. Description of the Drawings

[0052] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0053] Figure 1Shows a flowchart of a railway operation and maintenance management method provided in an embodiment of the present invention;

[0054] Figure 2 Shows a flowchart of step S4 of a railway operation and maintenance management method provided in an embodiment of the present invention;

[0055] Figure 3 Shows a flowchart of step S5 of a railway operation and maintenance management method provided in an embodiment of the present invention. Detailed implementation manners

[0056] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0057] See Figure 1 As shown, an application embodiment of the present invention provides a railway operation and maintenance management method, including:

[0058] S1: Based on the average inspection mileage of different railway types within a working cycle, the railway line is divided into several railway sections.

[0059] In railway operation and maintenance management, the working cycle is defined as the average time between two rests of the inspection workers. In actual operation, affected by factors such as weather, usually the morning is divided into two working cycles, and the afternoon is divided into three working cycles. The division of railway sections takes the average inspection mileage that can be completed within a working cycle as the unit length, so as to ensure that each railway section can theoretically complete the inspection work within one working cycle.

[0060] During the process of dividing railway sections, considering that different railway types will lead to differences in inspection difficulty, it is necessary to calculate the average inspection mileage for bridges, tunnels, and ordinary railways respectively. Exemplarily, due to factors such as complex structure and special environment in bridge and tunnel areas, the inspection difficulty is relatively large, and the corresponding average inspection mileage is different from that of ordinary railways. Therefore, in actual division, it is necessary to determine the length of railway sections based on the average inspection mileage of various railways. Through reasonable planning, the inspection time for workers to complete railway sections of different lengths is basically the same, ensuring the efficiency and balance of the inspection work.

[0061] The average inspection mileage, as a value derived from experience, needs to rely on the inspection log for determination. Specifically, on the premise of setting the duration of a certain working cycle, for example, setting a working cycle of 4 hours, if the inspection log records that the actual inspection mileage completed within this 4-hour working cycle is 4 kilometers, then the average inspection mileage in this case is 4 kilometers.

[0062] S2: Divide the daily operation data of each railway section into historical train number data and future train number data.

[0063] The operation data of the railway section mainly comes from the vehicle dispatching center, which covers two key parts: train number information and transportation tons. Among them, the transportation tons can directly reflect the weight of the trains passing through the railway section, while the train number information details the specific numbers of each train. With the train number information, the number of train carriages passing through the corresponding railway section can be further calculated.

[0064] In the data processing stage, the operation data from the vehicle dispatching center is classified. The operation data that has been completed and is being executed is designated as historical train number data, and the unexecuted operation data is classified as future train number data. In the actual railway operation scenario, the vehicle dispatching center will plan the passing time arrangements of each train in advance, so the obtained operation data includes both the train number information of the trains that will pass through the railway section in the future and the relevant information of the trains that have passed through this section. In this solution, the train number data of the trains that have already departed (entered the railway range) and are being executed is specifically identified as historical train number data. This processing method is mainly to effectively avoid potential safety hazards caused by emergency changes in the trains in operation when calculating the empty window time of the railway section, ensure the accuracy and reliability of the empty window time calculation, and thus provide a stable data foundation and safety guarantee for subsequent railway operation and maintenance work.

[0065] S3: Calculate the loss parameters of each railway section based on the historical train number data.

[0066] The loss parameters are mainly used in railway operation and maintenance to reflect the loss status of the railway section caused by vehicle passage and the impact degree of vehicle use on the railway. Generally, if there are more vehicles passing through a certain railway section and the load weight is large, it means that the pressure and friction on this section are more frequent and intense, and the corresponding loss situation is more serious. At this time, it is urgent to arrange inspection work to promptly detect potential problems and effectively prevent safety risks caused by delayed inspection.

[0067] When specifically calculating the loss parameter W of the railway section i the following formula is used:

[0068]

[0069] where \(i\) represents the index of the railway section, and \(W\) i represents the loss parameter of the railway section; \(\alpha\) is the first weight coefficient, which is used to measure the wear effect of the number of carriages on the railway; \(\beta\) is the second weight coefficient, which is used to measure the wear degree of the load on the railway section; \(A\) represents the number of trains passing through the railway section, \(a\) is the index of the train; \(b\) a is the total number of carriages of the \(a\)-th train passing through the railway section, and \(c\) a is the total weight of the \(a\)-th train passing through the railway section.

[0070] Both the first weight coefficient and the second weight coefficient belong to the category of empirical values. To determine their exact values, experimental means need to be used for monitoring and acquisition. In conventional application scenarios, the first weight coefficient and the second weight coefficient can be set to be equal, so as to simplify the calculation process and meet the technical requirements in most cases to a certain extent. However, it should be clear that with the improvement of the special requirements of the application scenario or the change of experimental conditions, targeted experiments are still needed to finely tune the values of the two to ensure their high adaptability to the actual working conditions and optimize the implementation effect of the technical solution to the greatest extent.

[0071] The loss parameter calculated by this formula comprehensively reflects the number of carriages and the number of tons of load experienced by the railway section. If these two values are high, it indicates that the railway section is in a high-frequency use state and inspection work needs to be carried out in a timely manner; on the contrary, if the values are relatively small, it means that the traffic volume of vehicles on this section is small and there is no need to carry out frequent maintenance.

[0072] In addition, in actual operation, for the railway sections that have completed the inspection, it is also necessary to halve their loss parameters. In actual railway inspection work, the sections that have completed the inspection and have not been found to have problems are not completely unaffected, but are within the normal loss range. If the loss parameters of such sections are directly set to zero, for those railway sections with frequent use, it will take a long time for their loss parameters to accumulate to a high level again, resulting in a significant extension of the inspection cycle of such sections. The method of halving the total loss parameter adopted in this scheme can not only make the railway sections that have completed the inspection be in a relatively backward position in the subsequent inspection ranking, reducing the probability of being inspected again in the short term, but also ensure that the next inspection is carried out at regular time intervals, thus ensuring the safe operation of the railway while reasonably optimizing the allocation and utilization of inspection resources.

[0073] S4: Calculate the idle time of each railway section based on future train schedule data, as shown in Figure 2 shown.

[0074] S41: Based on future train schedule data, count the passing situation of vehicles on each railway section during the inspection scheduling time.

[0075] The scheduling time belongs to the pre-set parameters, and its setting is usually related to work requirements. In the regular ordinary work mode, after the inspection team completes the inspection tasks for a whole day, they will immediately leave the inspection location and return to their respective duty areas for rest and adjustment, thus ending a complete work cycle. In the special work mode, in order to achieve the goal of continuous operation, after the inspection team completes the inspection work of the day, they will choose a suitable location in the nearby area for a short rest according to the actual situation, so as to maintain the continuity of work.

[0076] The scheduling time mentioned here specifically refers to the entire time period from when the inspection team departs from its resident to carry out inspection work until it returns to the resident after completing the tasks. The definition of this time period plays a key role as a time reference for subsequent operation and maintenance management work such as calculating the empty window time based on railway sections and planning inspection tasks.

[0077] S42: Calculate the free time of each railway section based on the passing situation of vehicles.

[0078] Based on future train schedule data, the specific running time arrangements of trains on each railway section can be obtained. By analyzing and processing these running times, the difference between the running times of adjacent trains is calculated, and this difference is the free time of the railway section. These free times reflect the time intervals without train passage available for each railway section in the train operation sequence, providing an important time reference basis for subsequent railway operation and maintenance work such as inspection task arrangement, helping to reasonably plan the use and maintenance of railway resources, and ensuring the efficiency and safety of railway operation.

[0079] S43: Screen the free time of each railway section that is greater than the work cycle to complete the extraction of the empty window time of each railway section.

[0080] In the design of this embodiment, the free time of the railway section is compared with the work cycle. When the free time of a certain railway section exceeds 1.5 times the work cycle, this free time is defined as the empty window time. The main purpose of making this definition is to effectively avoid inspection accidents caused by too short empty window time. In the actual railway operation and maintenance process, if the empty window time is too short, the inspection personnel may be interfered by the train operation when performing inspection tasks, thus affecting the safety and integrity of the inspection work, and even may lead to the inability to smoothly carry out the inspection work. By setting such an empty window time standard, sufficient time guarantee can be provided for the inspection work, ensuring that the inspection tasks are carried out in a safe and orderly environment, and thus maintaining the stability and reliability of railway operation.

[0081] S5: Plan the inspection tasks based on the loss parameters and empty window time of each railway section, see Figure 3 as shown.

[0082] S51: Sort the railway sections with idle time in descending order of loss parameters to construct an inspection list of railway sections.

[0083] Filter the railway sections during the scheduled time, identify the railway sections with idle time, and for these railway sections with idle time, sort them in descending order according to their respective loss parameter sizes to generate an inspection list.

[0084] In the process of calculating the inspection matrix, sorting in descending order of loss parameters plays an important role. Specifically, there is a positive correlation between the loss parameter and the significance of inspection, that is, the larger the loss parameter, the greater the significance of the corresponding inspection. By sorting the loss parameters in descending order, in the sorted sequence, the inspection tasks in the front positions are more effective, and can better reflect their important value and priority in the entire inspection work, which has important guiding significance for carrying out the inspection work efficiently and pertinently.

[0085] In S43, a large amount of idle time that does not meet the requirements of idle time has been excluded. During the scheduled time, some railway sections are not included in the inspection scope because the available inspection time is limited. Therefore, only the railway sections with sufficient idle time will enter the inspection list.

[0086] Although the railway sections in this inspection list meet the basic conditions for arranging inspection tasks, for which specific sections to carry out the inspection work, further analysis is still required by considering various factors to ensure the reasonable allocation and efficient utilization of inspection resources, and to guarantee the quality and effect of railway operation and maintenance work.

[0087] S52: Calculate the combination of inspection work situations to generate an inspection matrix.

[0088] For each inspection team, based on its fixed scheduled time and initial position, calculate the combination of all inspection work that can be completed during this scheduled time. Through analysis and listing, construct the inspection matrix k of the inspection team. s 。

[0089] Exemplarily, taking inspection team 1 as an example, its station is located at position A in the railway system. When performing daily inspection tasks, it follows a fixed time arrangement, that is, it departs from position A at 8:00 am every day to carry out inspection operations along the railway line, and ends the inspection and returns to the station at position A at 5:00 pm.

[0090] Based on this fixed inspection period, within the spatial scope of the railway system, all railway positions that the inspection team 1 can reach during the period from 8:00 am to 5:00 pm through the normal inspection operation process constitute the inspection section responsible for by the inspection team 1. The specific form of this inspection section has various possibilities. For example, the inspection team 1 can start from position A and advance 1 kilometer along the railway line in a single direction from front to back; or start from position A and conduct inspections from back to front for 1 kilometer in the reverse direction; it can also start from position A, first conduct inspections from front to back for 500 meters, and then turn to another railway branch line at the railway junction and continue to conduct inspections for 500 meters.

[0091] It should be emphasized that the inspection work plan within the entire railway system is rigorous. For the specific positions of each inspection team, combined with the line layout structure of the railway system itself, the division of its inspection section is carried out according to established rules, and the division method has fixity and clarity to ensure the comprehensive, efficient and orderly development of railway inspection operations and guarantee the safe and stable operation of the railway system.

[0092] Specifically, the inspection matrix k s can be expressed as:

[0093]

[0094] Among them, k s represents the set of inspection work for the first type of railway section that the inspection team can complete during the scheduled shift time, and m1 and m2 are respectively the serial numbers of the two railway sections in the set; represents the set of inspection work for the nth type of railway section that the inspection team k can complete during the scheduled shift time, and m5 and m6 are respectively the serial numbers of the two selected railway sections in the set.

[0095] Since the scheduled shift time and the initial position of the inspection team are both determined, this enables a detailed listing of all possible inspection work for each inspection team for all railway sections during the given scheduled shift time, and then generates the corresponding inspection matrix. In this matrix, the elements of each row are the railway sections that the inspection team k can choose to inspect, and the number of rows reflects the total number of inspection methods that the inspection team k can choose during the scheduled shift time. Thus, it can be seen that the inspection matrix k s fully covers all combinations of inspection methods of the inspection team k during the scheduled shift time, providing comprehensive basic data and an analysis framework for the subsequent optimal allocation of inspection tasks.

[0096] S53: Based on the inspection matrix, according to the principle of no overlap of railway sections, screen the feasible inspection solutions and construct a feasible solution matrix.

[0097] In the process of planning railway inspection work, based on the principle that the same railway section cannot be repeatedly arranged in one inspection, it is necessary to select a set of inspection work with no overlapping railway sections from each inspection matrix k s Among them, the set of inspection work corresponds to a certain row in the inspection matrix.

[0098] As described in S52 above, each row of the inspection matrix represents a potential inspection method of the inspection team, and the railway sections involved in this row are the content of the corresponding set of inspection work. When a set of such inspection work is selected from each inspection matrix, the initial assignment of an inspection task for all inspection teams is completed.

[0099] In actual operation, to avoid the situation of a railway section being inspected multiple times, after screening out a specific set of inspection work from a certain inspection matrix, the subsequent inspection matrices can be checked, and all sets of inspection work with the same railway sections as the selected set are deleted.

[0100] For example, assume that the first inspection matrix is: The second inspection matrix is If the first row is selected from the first inspection matrix as the set of inspection work, that is, 1, 2, 3. Then when processing the second inspection matrix, all sets of inspection work containing these three elements 1, 2, and 3 should be deleted. After processing, the second inspection matrix becomes In this way, it can be ensured that in the process of arranging inspection tasks, each railway section is only included in the inspection plan once, thereby improving the utilization efficiency of inspection resources and ensuring the scientificity and rationality of railway operation and maintenance work.

[0101] S54: Set the objective function based on the feasible solution matrix.

[0102] Preset the objective function f(x), and its expression is

[0103]

[0104] In this function, Q represents the cumulative sum of the loss parameters of all inspected railway sections in the feasible solution, and this parameter comprehensively reflects the loss status of these sections and the urgency of inspection; T is the total time consumed by the inspection team to transfer between railway sections under the same feasible solution, and this time covers the time required from the starting position of the inspection team to each inspected section and the time required to move between different sections; t is a constant greater than 1 determined in advance, which is used to adjust the weight relationship between the two terms in the objective function to ensure that the function can reasonably balance the role of the loss parameter and the transfer time in the inspection task planning. t > 1 ensures that the larger T is, the smaller it is. In order to make f(x) larger, it is necessary to minimize T as much as possible.

[0105] Specifically, the transfer time refers to the duration consumed when the inspection team switches positions between different railway sections within the established shift schedule. For example, when the set of inspection tasks selected according to the first inspection matrix is 1, 2, and 3, it means that the inspection team needs to conduct inspections on these three railway sections in sequence. At this time, the transfer time includes the time spent from the rest place of the inspection team to Railway Section 1, from Railway Section 1 to Railway Section 2, and from Railway Section 2 to Railway Section 3. By precisely defining and quantifying these parameters, the objective function f(x) can provide a scientific and effective quantitative basis for the subsequent optimization of inspection tasks.

[0106] S55: Based on the objective function and the greedy selection strategy, continuously update the selection of feasible solutions until the objective function reaches the maximum to obtain the inspection tasks.

[0107] Greedy selection is an algorithmic strategy commonly used when solving optimization problems. In each step of the decision-making process, it always selects the optimal local solution in the current state, without considering that the overall optimal solution may be affected in subsequent steps.

[0108] In this embodiment, it is specifically manifested as:

[0109] Start selecting from all possible combinations of inspection tasks (i.e., feasible solutions). In each selection, evaluate the pros and cons of each feasible solution based on the objective function f(x). By continuously comparing the objective function values corresponding to different feasible solutions, select the feasible solution that maximally increases the objective function value as the current optimal choice, and add it to the set of selected inspection tasks.

[0110] Based on the new set of selected inspection tasks, repeat the above evaluation and selection process again, continuously update the selection of feasible solutions, and continuously adjust the inspection task allocation plan until the objective function f(x) reaches the maximum value.

[0111] When the objective function f(x) reaches the maximum value, the inspection tasks of each inspection team determined at this time are the optimal inspection task allocation plan that can be achieved under the premise of comprehensively considering the loss situation of railway sections and the transfer time of the inspection team. This plan can achieve a relatively optimal balance between the loss parameters and the transfer time, thereby maximizing the effectiveness and efficiency of railway operation and maintenance inspections under limited resources and time conditions.

[0112] S6: Conduct inspections according to the inspection tasks, generate inspection results, and upload the inspection results to the inspection terminal.

[0113] The inspection personnel conduct a comprehensive inspection of the railway section according to the established inspection tasks. During the inspection process, various conditions of the railway facilities are surveyed and evaluated, and then the inspection results are generated. This inspection result mainly refers to the problems and related situations that cannot be immediately processed on-site and require professional personnel to carry out repairs later.

[0114] Specifically, when the inspection personnel find problems such as severe rail wear, damaged subgrade structure, and signal equipment failure in the railway section that exceed their on-site repair capabilities, they will record in detail the information such as the specific areas that require professional repair, the types of problems, and the general conditions, forming a complete inspection result. Subsequently, through the corresponding data transmission channels, these inspection results are uploaded to the inspection terminal. Subsequently, the railway operation and maintenance management department can obtain this information in a timely manner, so as to quickly formulate reasonable repair plans and arrangements based on the inspection results to ensure the safe and stable operation of the railway.

[0115] An embodiment of the present invention provides a railway operation and maintenance management device, including:

[0116] Railway division module: used to divide the railway line into several railway sections based on the average inspection mileage of different railway types within one working cycle;

[0117] Data classification module: used to classify the daily operation data of each railway section into historical train number data and future train number data;

[0118] Loss parameter calculation module: used to calculate the loss parameters of each railway section according to the historical train number data;

[0119] Idle time calculation module: used to calculate the idle time of each railway section based on the future train number data;

[0120] Inspection task planning module: used to plan inspection tasks based on the loss parameters and idle time of each railway section;

[0121] Inspection result feedback module: used to conduct inspections according to the inspection tasks, generate inspection results and upload the inspection results to the inspection terminal.

[0122] An application embodiment of the present invention provides a computer device, which includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, the processor executes the steps of a railway operation and maintenance management method.

[0123] An application embodiment of the present invention provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by the processor, the processor executes the steps of a railway operation and maintenance management method.

[0124] The above description and the accompanying drawings sufficiently illustrate embodiments of the present invention to enable those skilled in the art to practice them. Other embodiments may include structural and other changes. The embodiments represent only possible variations. Unless explicitly required, individual components and functions are optional, and the order of operations may vary. Parts and features of some embodiments may be included in or substituted for parts and features of other embodiments. Embodiments of the present invention are not limited to the structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present invention is limited only by the appended claims.

Claims

1. A railway operation and maintenance management method, characterized in that, Including: Dividing the railway line into several railway sections based on the average inspection mileage of different railway types within one working cycle; Dividing the daily operation data of each railway section into historical train operation data and future train operation data; Calculating the loss parameters of each railway section according to the historical train operation data; Calculating the idle time of each railway section based on the future train operation data; Planning the inspection tasks based on the loss parameters and idle time of each railway section; Conducting inspections according to the inspection tasks, generating inspection results and uploading the inspection results to the inspection terminal.

2. The railway operation and maintenance management method according to claim 1, characterized in that, The historical train operation data includes: The operation data that has been completed and is currently being executed.

3. The railway operation and maintenance management method according to claim 1, characterized in that The future train operation data includes: The operation data that has not been executed yet.

4. The railway operation and maintenance management method according to claim 1, wherein, The formula for the loss parameter is as follows: where \(i\) represents the index of the railway section, and \(W\) i represents the loss parameter of the railway section; \(\alpha\) is the first weight coefficient, measuring the wear on the railway caused by the number of carriages; \(\beta\) is the second weight coefficient, measuring the degree of wear on the railway section caused by the load weight; \(A\) represents the number of trains passing through the railway section, \(a\) is the index of the train; \(b\) a is the total number of carriages of the \(a\)-th train passing through the railway section, and \(c\) a is the total weight of the \(a\)-th train passing through the railway section.

5. The railway operation and maintenance management method according to claim 1, characterized in that For the railway sections where the inspection has been completed, the loss parameter is halved.

6. The railway operation and maintenance management method according to claim 1, characterized in that The calculating the idle time of each railway section based on the future train operation data includes: Based on the future train operation data, counting the passing situation of vehicles on each railway section during the inspection scheduling time; Calculating the idle time of each railway section based on the passing situation of vehicles; Screening the idle time of each railway section that is greater than the working cycle to complete the extraction of the idle time of each railway section.

7. The railway operation and maintenance management method according to claim 1, characterized in that The planning the inspection tasks based on the loss parameters and idle time of each railway section includes: Sorting the railway sections with idle time in descending order of loss parameters to construct a railway section inspection list; Calculating the combination situation of inspection work to generate an inspection matrix; Based on the inspection matrix, screening the feasible inspection solutions according to the principle of no railway section overlap to construct a feasible solution matrix; Based on the feasible solution matrix, setting up the objective function; Based on the objective function and the greedy selection strategy, continuously updating the selection of feasible solutions until the objective function reaches the maximum to obtain the inspection tasks.

8. The railway operation and maintenance management method according to claim 7, wherein The inspection matrix includes: where k s represents the set of inspection work for the first type of railway section that the inspection team can complete during the scheduled shift, and m1 and m2 are respectively the serial numbers of two railway sections in the set; represents the set of inspection work for the nth type of railway section that the inspection team k can complete during the scheduled shift, and m5 and m6 are respectively the serial numbers of the two selected railway sections in the set.

9. The railway operation and maintenance management method according to claim 8, characterized in that The objective function includes: Where Q represents the cumulative sum of the loss parameters of all inspected railway sections in the feasible solution; T is the total time consumed for the inspection team to transfer between railway sections under the same feasible solution, and this time includes the time required from the starting position of the inspection team to each inspected section and the time required to move between different sections; t is a constant greater than 1 determined in advance.

10. A railway operation and maintenance management device, characterized in that, Including: Railway division module: used for dividing the railway line into several railway sections based on the average inspection mileage of different railway types within one working cycle; Data classification module: used for dividing the daily operation data of each railway section into historical train operation data and future train operation data; Loss parameter calculation module: used for calculating the loss parameters of each railway section according to the historical train operation data; Idle time calculation module: used for calculating the idle time of each railway section based on the future train operation data; Inspection task planning module: used for planning the inspection tasks based on the loss parameters and idle time of each railway section; Inspection result feedback module: used for conducting inspections according to the inspection tasks, generating inspection results and uploading the inspection results to the inspection terminal.

11. A computer device, the computer device includes a memory and a processor, the memory stores a computer program, characterized in that, When the computer program is executed by the processor, the processor executes the steps of a railway operation and maintenance management method according to any one of claims 1-9.

12. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, the processor executes the steps of a railway operation and maintenance management method according to any one of claims 1-9.

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