Intelligent management method and device for railway engineering construction organization plan compilation

Abstract

The application provides an intelligent management method and device for railway engineering construction organization plan compilation, which comprises the following steps: based on the engineering quantity data and the associated construction period progress index, the construction time required by the engineering decomposition items under each unit project is determined, and combined with the track laying start time and the dependency relationship between each engineering decomposition item, the construction end time of each engineering decomposition item is determined; the construction end time and the upper limit of the total construction cost are taken as constraint conditions, a cost objective function is constructed, and the construction start time and the construction mode of each engineering decomposition item are determined; based on the construction start time and the construction end time, a construction plan progress chart is generated and key construction lines are marked; in the construction process, the construction plan progress chart is updated according to the construction progress parameters or the construction adjustment parameters. The application can solve the problems of construction resource conflict and process connection disconnection caused by the fact that the construction plan compilation logic focuses on a single unit project, and can avoid construction period delay.

Description

Technical Field

[0001] This invention relates to the field of engineering management information technology, and in particular to an intelligent management method and device for preparing railway engineering construction organization plans. Background Technology

[0002] The railway construction organization design is a guiding document for railway construction, playing a crucial role in guiding the construction process, with the schedule plan being its core. As railway engineering becomes increasingly complex and variable, the limitations of traditional planning techniques become apparent, necessitating the adoption of more intelligent planning methods to improve the scientific rigor, rationality, and operability of the plans.

[0003] Existing railway construction organization planning systems are based on intelligent theories and algorithms, integrating basic data such as construction sections, structures (unit projects), work sites, EBS quantities, and schedule indicators. They also set key parameters such as the center mileage, track laying range, and direction of temporary facilities like track laying bases and beam yards. Through a built-in intelligent planning engine and constraint model, the system can generate preliminary construction organization plans with a single click, automatically calculate critical paths, and achieve intelligent scheduling of the total project duration and phase project durations.

[0004] However, the current system still has significant limitations in engineering management: its optimization logic focuses on local projects such as track laying on a single section, without taking into account the spatiotemporal-resource coordination of various types of projects such as bridges, tunnels, and roadbeds along the entire line. This fragmented arrangement leads to fragmented construction plans, a lack of global coordination in resource allocation and process connection, and consequently, frequent conflicts in construction resources and disconnects in process connections, ultimately increasing the risk of project delays. Summary of the Invention

[0005] In view of this, embodiments of the present invention provide an intelligent management method and apparatus for the preparation of railway engineering construction organization plans, to eliminate or improve one or more defects existing in the prior art. It can solve problems such as frequent conflicts in construction resources and disjointed process connections caused by the excessive focus of construction plan preparation logic on a single unit project, thereby effectively avoiding delays in the construction period.

[0006] One aspect of the present invention provides an intelligent management method for the preparation of railway engineering construction organization plans, the method comprising the following steps: Based on the engineering quantity data corresponding to each unit project and the schedule indicators associated with the engineering quantity data, the construction time required for each sub-item of the unit project is determined. In addition, combined with the track laying start time corresponding to the track engineering in the unit project and the preset dependencies between each sub-item of the project, the construction end time corresponding to each sub-item of the project is determined. Among them, the track laying start time is determined by using a reverse scheduling method based on the completion deadline of the railway engineering track operation test, the time required for acceptance, and the time required for track laying. Using the construction completion time and the pre-set upper limit of the total construction cost of the railway project as constraints, a cost objective function is constructed, and the cost objective function is solved by a pre-set solution method to determine the construction start time and construction mode of each project decomposition item. The cost objective function includes a construction mode cost item for quantifying the construction cost under different construction modes and a construction time cost item for quantifying the construction cost under different construction start times. A construction schedule map is generated based on the start and end times of each project decomposition item, and key construction routes are marked on the construction schedule map. The construction schedule map includes an X-axis to represent the mileage of the construction route and a Y-axis to represent the progress of the construction time. During railway construction, the construction schedule is updated based on real-time construction progress parameters or construction adjustment parameters.

[0007] In some embodiments of the present invention, the preset dependency relationship includes the construction sequence dependency relationship between engineering decomposition items; After updating the construction schedule based on the real-time acquired construction progress parameters or construction adjustment parameters, the process also includes: for adjacent project decomposition items with construction sequence dependencies, predicting the completion time of the preceding project in the adjacent project decomposition item according to the real-time acquired construction progress parameters, and calculating the construction time difference between the completion time of the preceding project in the adjacent project decomposition item and the construction start time of the subsequent project in the adjacent project decomposition item. If the construction time difference is less than the preset interface time difference between adjacent project decomposition items, a prompt message is generated and output; the prompt message is used to prompt the user to adjust the construction mode of the preceding project.

[0008] In some embodiments of the present invention, when the construction mode of the preceding project includes at least two modes, and when the construction time difference is less than the preset interface time difference between adjacent project decomposition items, a prompt message is generated and output, further including: Iterate through all available construction modes for the preceding project and calculate the construction time difference between the predicted completion time of the preceding project and the construction start time of the subsequent project under each available construction mode. If the construction time difference of at least one available construction mode meets the preset interface time difference, a corresponding prompt message is generated to prompt the user to adjust the construction mode.

[0009] In some embodiments of the present invention, when the construction time difference in all construction modes does not meet the preset interface time, the method further includes: Optimization schemes are generated for each available construction mode according to preset optimization strategies; the optimization strategies include construction rate optimization strategies and construction resource optimization strategies. Determine the construction cost corresponding to each optimization scheme, select the optimization scheme with the lowest construction cost from all optimization schemes as the recommended scheme, and generate corresponding prompt information to prompt the user to adjust the construction mode.

[0010] In some embodiments of the present invention, the project breakdown item includes at least two construction activities of the same type; after determining the construction start time and construction mode of each project breakdown item, the method further includes: Using the number of construction teams and the number of construction activities as constraints, a dispatch mileage objective function is constructed based on the number of times construction teams are dispatched and the distance traveled between different construction activities. The objective function is solved by a pre-defined genetic algorithm to determine the construction sequence and team allocation scheme among construction activities of the same type.

[0011] In some embodiments of the present invention, the construction adjustment parameters include user-input dependency adjustment parameters or construction time adjustment parameters; the dependency adjustment parameters are used to adjust the dependencies between project decomposition items, including parallel construction adjustment parameters; Before updating the construction schedule based on real-time acquired construction progress parameters or construction adjustment parameters, the process also includes: Upon receiving construction adjustment parameters, the construction adjustment parameters are verified to obtain the verification results; if the construction adjustment parameters include parallel construction adjustment parameters, it is verified whether there are geographical location conflicts between the various project decomposition items to be adjusted; if the construction adjustment parameters include construction time adjustment parameters, it is verified whether the time difference between the construction start time of the project decomposition item to be adjusted and the construction end time of the preceding project meets the preset interface time difference. If the verification results indicate that the verification has passed, update the construction schedule.

[0012] In some embodiments of the present invention, the critical construction path is determined by a preset critical path algorithm; after updating the construction schedule, the method further includes: The critical construction route is re-identified by a preset critical path algorithm, and the new critical construction route is highlighted when the critical construction route changes.

[0013] In some embodiments of the present invention, the engineering decomposition items of each unit project include distributed projects, sub-projects and processes, and the schedule indicators include primary indicators corresponding to the unit project, secondary indicators corresponding to the distributed projects, and tertiary indicators corresponding to the sub-projects and processes.

[0014] Another aspect of the present invention provides an intelligent management device for the preparation of railway engineering construction organization plans, including a processor, a memory, and a computer program / instructions stored in the memory. The processor is used to execute the computer program / instructions. When the computer program / instructions are executed, the device implements the steps of the intelligent management method for the preparation of railway engineering construction organization plans as described above.

[0015] Another aspect of the present invention provides a computer-readable storage medium having a computer program / instructions stored thereon, which, when executed by a processor, implements the steps of the intelligent management method for preparing railway engineering construction organization plans as described above.

[0016] The intelligent management method and device for railway engineering construction organization planning of the present invention can solve the problems of frequent conflicts in construction resources and disconnection of work processes caused by the excessive focus of construction planning logic on a single unit project, and can effectively avoid construction delays. Based on the engineering quantity data and associated schedule indicators of each unit project, the construction time required for the sub-items of each unit project is determined. Combined with the track laying start time corresponding to the track engineering in the unit project and the preset dependencies between the sub-items, the construction end time corresponding to each sub-item is determined. Through the total engineering quantity data, schedule indicators and preset dependencies, combined with the constraint of interface time in the form of reverse schedule, it is specifically adapted to railway engineering, deeply matching the three core characteristics of construction (linear distribution, dependence on temporary facilities, and complex interfaces), intelligently deduce the construction time window of each sub-item, and combine with The track laying start point and process association rules of the railway engineering system accurately determine the construction end time, breaking through the excessive focus on single unit projects in traditional planning. It can effectively avoid the risk of schedule delays caused by resource conflicts and process disconnections, ensuring the continuity and feasibility of the construction plan. By using the construction end time and the preset total construction cost ceiling of the railway project as constraints, a cost objective function is constructed. The cost objective function is solved through a preset solution method to determine the construction start time and construction mode of each project decomposition item, realizing lean control of the construction cost of each project decomposition item, thereby reducing the total construction cost and achieving optimal allocation of resource input while ensuring the schedule. At the same time, the progress distribution is displayed graphically and supports parametric adjustment, which can improve the response speed of construction plan changes, making the planning efficiency leap from "days" to "hours", fully meeting the rapid iteration needs of complex projects.

[0017] In addition, each project decomposition item has at least one preset construction mode. When the construction time difference between all construction modes and subsequent projects does not meet the preset interface time, a preset optimization strategy is used to optimize the construction mode and select the optimization scheme with the lowest cost, which can improve construction efficiency and the utilization rate of construction resources. At the same time, for the same type of construction activities, the construction sequence and construction team allocation between the same type of construction activities are optimized by using genetic algorithms and dispatch mileage objective functions, which can further improve the utilization rate of construction resources and construction efficiency, and reduce construction costs.

[0018] In addition, by controlling the critical construction path, critical engineering decomposition items on the critical construction path can be automatically identified, so that the construction resources of non-critical engineering decomposition items are subordinate to the construction resources of the critical construction path, reducing conflicts between processes and improving the overall feasibility of the construction plan.

[0019] Additional advantages, objects, and features of the invention will be set forth in part in the description which follows, and will also become apparent in part to those skilled in the art upon studying the description, or may be learned by practice of the invention. The objects and other advantages of the invention can be realized and obtained by means of the structures specifically pointed out in the description and drawings.

[0020] Those skilled in the art will understand that the objectives and advantages achievable with the present invention are not limited to those specifically described above, and that the above and other objectives achievable with the present invention will become clearer from the following detailed description. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, are not intended to limit the scope of the invention. In the drawings: Figure 1 A flowchart of an intelligent management method for preparing railway engineering construction organization plans, provided as an embodiment of the present invention.

[0022] Figure 2 This is a schematic diagram of the structure of an intelligent management system for compiling railway engineering construction organization plans, provided as an embodiment of the present invention.

[0023] Figure 3 This is an example diagram of a construction schedule provided in an embodiment of the present invention.

[0024] Figure 4 A flowchart illustrating the optimization of a construction mode according to an embodiment of the present invention.

[0025] Figure 5 This is a schematic diagram of a segmented construction mode provided by an embodiment of the present invention, in which the beam yard is used as the segmentation point and the beam segments are constructed sequentially.

[0026] Figure 6 This is a schematic diagram of a segmented construction mode provided by an embodiment of the present invention, in which the construction direction of the bridge piers in each segment is consistent with the erection direction of the beam. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the embodiments and accompanying drawings. Here, the illustrative embodiments and descriptions of this invention are used to explain the invention, but are not intended to limit the invention.

[0028] It should also be noted that, in order to avoid obscuring the invention with unnecessary details, only the structures and / or processing steps closely related to the solution according to the invention are shown in the accompanying drawings, while other details that are not closely related to the invention are omitted.

[0029] It should be emphasized that the term "including / comprises" as used herein refers to the presence of a feature, element, step, or component, but does not exclude the presence or addition of one or more other features, elements, steps, or components.

[0030] It should also be noted that, unless otherwise specified, the term "connection" in this article can refer not only to a direct connection, but also to an indirect connection involving an intermediary.

[0031] In the following description, embodiments of the invention will be illustrated with reference to the accompanying drawings. In the drawings, the same reference numerals represent the same or similar parts, or the same or similar steps.

[0032] The intelligent management method for preparing railway engineering construction organization plans provided in this application will be described in detail below.

[0033] like Figure 1 As shown, an embodiment of this application provides an intelligent management method for preparing railway engineering construction organization plans. The implementation of this method relies on a computer program, which can run on computer devices such as smartphones, tablets, and personal computers, or run on a server. This embodiment does not limit the operating entity of the method. The method includes at least the following steps S101~S104: Step S101: Based on the engineering quantity data corresponding to each unit project and the schedule indicators associated with the engineering quantity data, determine the construction time required for each sub-item of the unit project, and combine the track laying start time corresponding to the track engineering in the unit project, as well as the preset dependencies between each sub-item of the project, determine the construction end time corresponding to each sub-item of the project.

[0034] Among them, a unit project refers to an engineering entity that can be independently constructed, inspected and accepted, and has independent use functions, including but not limited to roadbed engineering, bridge engineering, tunnel engineering, track engineering, station engineering, and electrical engineering.

[0035] The quantity data corresponding to a unit project refers to the quantity data of the Engineering Breakdown Structure (EBS). Figure 2 This is a schematic diagram of the intelligent management system for preparing railway engineering construction organization plans provided in this embodiment. Figure 2 As shown, in railway engineering, the first step is to integrate data such as construction sections, work sites, and quantities through a basic data layer, and configure a large number of facility parameters (such as the location of beam yards, track laying range, and direction). Following the structured layering of railway engineering, the project type is subdivided into sub-items, and corresponding engineering measurement units, design parameters (such as geometric dimensions and material grades), construction process identifiers (such as "drilled pile hole formation process"), and resource consumption coefficients (such as labor hours / machine shifts) are designed. The structured layering of railway engineering consists of six layers, including project, section, unit project, distributed project, sub-item project, and process.

[0036] Specifically, the engineering quantity data is categorized and refined according to the type of unit project, and its data dimensions cover core parameters such as construction technology, material specifications, geometric dimensions, and resource consumption. For roadbed engineering, the engineering quantity data includes, but is not limited to, the engineering data volume of earthwork, foundation treatment, and drainage facilities. For example, the engineering data volume of earthwork includes, but is not limited to, earthwork excavation volume (unit: cubic meters), filling volume (unit: cubic meters), or slope protection area (unit: square meters); the engineering data volume of foundation treatment includes, but is not limited to, the volume of replacement earth (unit: cubic meters), the number of dynamic compaction points (unit: points), and the compaction energy (unit: kN·m); the engineering data volume of drainage facilities includes, but is not limited to, the length of drainage ditches (unit: meters) and the cross-sectional dimensions of intercepting ditches (unit: meters × meters).

[0037] For bridge engineering, the quantity data includes, but is not limited to, the quantity data for piers / abutments and beam structures. For example, the quantity data for piers / abutments includes the volume of bored pile concrete (unit: cubic meters), pile diameter (unit: meters), pile length (unit: meters), concrete pouring volume (unit: cubic meters), steel reinforcement usage (unit: tons), and formwork area (unit: square meters). The quantity data for beam structures includes, but is not limited to, the number of precast T-beams / box girders (unit: pieces), the concrete volume of a single beam (unit: cubic meters) and its lifting weight (unit: tons), and the concrete volume of the cantilevered section (unit: cubic meters).

[0038] For tunnel engineering, the quantity data includes, but is not limited to, the quantity data of excavation, support system, and drainage system. For example, the cross-sectional area of ​​drill-and-blast excavation (unit: square meters), cycle advance (unit: meters / cycle); tunneling mileage of TBM / shield tunneling (unit: meters), shotcrete thickness (unit: centimeters) and volume (unit: cubic meters), number of anchor bolts (unit: bolts), length (unit: meters) and pull-out force test value (unit: kN), steel arch installation spacing (unit: meters) and node connection strength (unit: kN), waterproof membrane laying area (unit: square meters), longitudinal drainage pipe laying length (unit: meters), etc.

[0039] For track engineering, the quantity data includes, but is not limited to, the quantity data for track bed engineering, track laying engineering, turnout engineering, etc. For example: the thickness (unit: cm) and volume (unit: cubic meter) of ballast for ballasted track, the volume (unit: cubic meter) of concrete poured for ballastless track and the amount of steel mesh used (unit: tons), the length of jointed track rails laid (unit: meters), the number of welded joints (unit: pieces), the number of welded joints for seamless track rails (unit: pieces), the locking rail temperature (unit: °C), the number of ballasted turnout sets laid (unit: sets), the coordinates of the switch machine installation position (unit: meters), and the volume of concrete poured for ballastless turnouts (unit: cubic meters), etc.

[0040] For station engineering, the engineering quantity data includes, but is not limited to, the engineering quantity data of station roadbed, platform structure, track layout, etc. For example: number of ballasted turnouts laid (unit: set), coordinates of switch machine installation position (unit: meter), concrete pouring volume of ballastless turnouts (unit: cubic meter), concrete volume of platform slab (unit: cubic meter), and installation weight of canopy steel structure (unit: ton), etc.

[0041] For electrical engineering projects, the quantity data includes the quantities of communication systems, signaling systems, power systems, and electrification systems. Examples include fiber optic cable laying length (unit: core·km), number of fiber optic cable splices (unit: number), number of track circuit sections (unit: number), coordinates of signal installation locations (unit: meter), power cable laying length (unit: km), substation equipment installation capacity (unit: kVA), contact wire erection length (unit: km), and number of droppers installed (unit: piece).

[0042] In some embodiments of the present invention, the engineering quantity data is obtained from the railway engineering management platform in the form of data synchronization. In actual implementation, the engineering quantity data can also be pre-stored on local storage media or cloud servers, and obtained by reading locally or downloading from the cloud server. This embodiment does not limit the storage method or acquisition method of the engineering quantity data.

[0043] In this embodiment, the construction schedule indicator includes information such as indicator code, unit of construction project, and construction progress standard. It is used to indicate the construction schedule indicator. The indicator code uniquely indicates the construction schedule indicator and includes numbers, characters, or a combination of numbers and characters. This embodiment does not limit the implementation method of the indicator code.

[0044] In some embodiments of the present invention, the construction schedule indicators are three-level indicators, including primary indicators corresponding to unit projects, secondary indicators corresponding to distributed projects, and tertiary indicators corresponding to sub-projects and procedures. Specifically, primary indicators are professional indicators, secondary indicators are sub-professional indicators, and tertiary indicators are specific item indicators.

[0045] In this embodiment, a hierarchical design of a three-tiered indicator system is adopted. Based on the principle of "professional correspondence and hierarchical matching," EBS quantity data and schedule indicators are linked and integrated through an information system and a unified coding system to establish a hierarchical mapping relationship. Different EBS quantity data correspond to different codes, and different schedule indicators correspond to different indicator codes. Moreover, the coding rules for quantity data are the same as those for schedule indicator codes.

[0046] In some embodiments of the present invention, the project schedule indicators are obtained from a project schedule indicator database. In actual implementation, the project schedule indicators can also be pre-stored on local storage media or cloud servers and obtained by reading locally or downloading from the cloud server. This embodiment does not limit the storage method or the method of obtaining the project schedule indicators.

[0047] After obtaining the engineering quantity data and related schedule indicators for each unit project, the system automatically calculates the construction time required for each sub-item of the unit project.

[0048] After obtaining the EBS quantity data for each unit project and its associated schedule indicators, such as Figure 2 As shown, the intelligent engine layer employs layered calculation logic to automatically deduce the construction time required for each project decomposition item. Specifically, for any given project decomposition item, the construction time (in days) can be calculated using the following formula: In the formula, T represents the construction time required; Q represents the quantity of work; S represents the construction progress standard in the schedule indicators; and K is the correction coefficient, with a default value of 1.

[0049] After determining the construction time required for each engineering decomposition item, and combining the track laying start time for the track engineering in the unit project with the pre-defined dependencies between the engineering decomposition items, the construction end time for each engineering decomposition item is determined.

[0050] In this embodiment, the track laying start time is determined by a reverse scheduling method based on the completion deadline of the railway engineering track operation test, the time required for acceptance, and the time required for track laying.

[0051] The completion of operational testing marks the end of the railway project's construction phase, and the construction schedule is determined by working backwards from this completion date. Based on the operational testing time requirements and the reasonable timeframes required for dynamic and static acceptance testing, the latest possible start date for track laying is calculated and designated as the track laying commencement date. Specifically, the backward calculation method for the track laying commencement date can be expressed by the following formula: In the formula, Indicates the start time of track laying; This indicates the deadline for completing the track operation test of the railway project; Indicates the time required for static acceptance testing; This indicates the time required for dynamic acceptance testing.

[0052] In some embodiments of the present invention, the preset dependency relationship includes the construction sequence dependency relationship or parallel construction dependency relationship between the various engineering decomposition items.

[0053] Among them, the construction sequence dependency relationship refers to the mandatory sequential execution logic between adjacent project decomposition items, that is, there is a strict order between the preceding project and the subsequent project, and the subsequent project can only be started after the preceding project meets specific conditions.

[0054] For example, the prerequisite for "bridge erection" is "bridge pier construction." Bridge erection can only begin after the concrete strength of the bridge piers has reached the required level; otherwise, it will lead to construction safety or quality problems. Such logical constraints are built into the construction organization plan to reflect the "mandatory" nature of the prerequisite.

[0055] Parallel construction dependency refers to the ability, through manual configuration or intelligent planning, to allow multiple engineering decomposition items to be executed simultaneously within the same construction period. Its core lies in ensuring the feasibility and safety of parallel construction through resource isolation, spatial partitioning, or process compatibility design.

[0056] In this embodiment, during the preparation of the construction organization plan, the system automatically identifies and marks preceding projects (such as "bridge pier construction → beam erection") and concurrent project decomposition items (such as "roadbed filling and culvert construction can be carried out in parallel") to form an initial logical relationship. Simultaneously, by establishing pre-defined dependencies between various project decomposition items, the system determines the construction completion time for each item. Through total project quantity data, schedule indicators, and pre-defined dependencies, combined with a reverse schedule constraint on interface times, the system is specifically adapted to railway engineering, deeply aligning with the three core characteristics of construction (linear distribution, dependence on temporary facilities, and complex interfaces). It intelligently extrapolates the construction time windows for each project decomposition item and, combined with the track laying start point and process association rules, accurately determines the construction completion time. This overcomes the excessive focus on single unit projects in traditional planning, effectively avoiding the risk of schedule delays caused by resource conflicts and process disconnections, reducing the risk of delays in key projects by 70%, and ensuring the continuity and feasibility of the construction plan.

[0057] Step S102: Using the construction completion time and the preset upper limit of the total construction cost of the railway project as constraints, construct a cost objective function, and solve the cost objective function through a preset solution method to determine the construction start time and construction mode of each project decomposition item.

[0058] In some embodiments of the present invention, the total construction cost of railway engineering is pre-defined, including direct construction costs (such as labor, machinery, materials, etc.) and indirect costs (such as financing costs, management fees, etc.), which are the target variables for model optimization (minimizing total costs).

[0059] Direct construction costs include the direct costs of specific construction activities (such as bridge pouring and tunnel excavation), as well as labor wages, machinery operating costs, and material procurement costs, which vary depending on the construction mode (such as different equipment and processes).

[0060] Among them, the construction mode, as the core input of the construction organization plan, directly affects the calculation of the construction period, cost control, and construction quality assurance. Specifically, in this embodiment, the construction mode refers to the construction resource allocation scheme configured for a specific engineering breakdown item (EBS sub-item). Its core lies in achieving dynamic matching and optimization of construction resources by parametrically defining the number of workers, the combination of trades, the equipment model, the construction direction, and the process parameters.

[0061] Construction indirect costs include indirect expenses per unit of time, such as interest costs (financing costs) on capital occupation, project management fees, etc., usually expressed in "yuan / day", and are related to the total project investment and loan interest rate.

[0062] Specifically, the cost objective function includes a construction mode cost term to quantify construction costs under different construction modes and a construction time cost term to quantify construction costs under different construction start times. The cost objective function can be expressed as follows: In the formula, Indicates the actual construction cost; For binary variables, in When =1, it indicates that the distributed projects under the unit project are... In the sub-item project (or process) Construction mode adopted ,otherwise =0; Distributed engineering In the sub-item project (or process) Construction mode adopted The direct costs at the time include the direct costs of specific construction activities (such as bridge pouring and tunnel excavation), as well as labor wages, machinery operating costs, and material procurement costs, which vary depending on the construction mode (such as different equipment and processes). Indicates a fixed construction completion time; Indicates an adjustable construction start time; Indicates the indirect cost rate; This indicates the upper limit of the total construction cost; This indicates the time required for construction.

[0063] By solving the cost objective function using a pre-defined solution method, the start time and construction mode of each project decomposition item can be determined, enabling lean control of construction costs and reducing the total construction cost (by approximately 10%-15%). This achieves optimal resource allocation while ensuring the project schedule is met. The pre-defined solution method refers to a pre-set heuristic algorithm, such as a genetic algorithm (GA), particle swarm optimization, or ant colony optimization.

[0064] In practice, to minimize indirect construction costs, a fixed construction end time is used by default when generating the initial construction plan. Construction time Reverse construction start time ,Right now .

[0065] Furthermore, in practice, there is a possibility that a project breakdown item may include at least two construction activities of the same type. For example, in bridge engineering, the pier engineering may include two or more pier pouring activities; in tunnel engineering, it may include two or more tunnel excavation activities. Therefore, to further reduce construction costs, improve construction efficiency, and increase the utilization rate of construction resources, such as... Figure 2 As shown, it is also necessary to optimize the construction sequence and team allocation among various construction activities of the same type through the planning optimization layer.

[0066] Specifically, after determining the start time and construction mode of each project decomposition item, the process also includes: using the number of construction teams and the number of construction activities as constraints, constructing a dispatch mileage objective function based on the number of dispatches and movement mileage between different construction activities; solving the objective function using a pre-set genetic algorithm to determine the construction sequence and construction team allocation scheme among construction activities of the same type.

[0067] The objective function for mobilization mileage can be expressed by the following formula: In the formula, This indicates the total distance (unit: km) that the construction team is dispatched across different construction activities. This indicates the total number of construction activities of the same type. Indicates from construction activities Deployed to construction activities The number of construction teams (non-negative integers); Indicates construction activities With construction activities Distance between deployments (unit: km); Indicates construction activities Number of construction teams required; Indicates construction activities Number of construction teams required; This indicates the total number of construction teams that can be deployed.

[0068] Taking tunnel excavation in tunnel engineering as an example, this paper uses a genetic algorithm to optimize the construction sequence and allocation of construction teams among various tunnel excavation activities. The construction teams include full-face tunnel boring machine (TBM) teams or drill-and-blast teams. The number of construction teams required for each tunnel is determined based on environmental parameters such as tunnel length and surrounding rock grade. Specifically, firstly, the completion time of the bridge erection project is calculated by working backwards from the track laying start time and the completion time of each project decomposition item. Then, the completion time of the tunnel project is calculated based on the bridge erection completion time and the preset interface time difference between the tunnel project and the bridge erection project. Next, the construction mode is determined based on the tunnel project's duration and cost, combined with a cost objective function, to indicate the number and type of construction teams. Finally, the genetic algorithm obtains the number of construction teams required to minimize the construction cost and the construction sequence of each tunnel, ensuring all tunnels meet the relevant constraints. This approach can increase the utilization rate of construction resources from 60% to 85% and shorten the construction period by 15%, avoiding equipment idleness and sudden shortages.

[0069] Step S103: Generate a construction schedule map based on the start and end times of each project decomposition item, and mark the critical construction routes on the construction schedule map. The construction schedule map includes an X-axis representing the mileage of the construction routes and a Y-axis representing the construction time progress.

[0070] In this embodiment, the application output layer, based on the principle of linear planning graphs, automatically projects the construction plan onto a two-dimensional coordinate system to construct a construction schedule graph. For example... Figure 3 As shown, the construction schedule includes linear activities and block activities. Linear activities are represented by sloping lines, indicating the construction rate, while block activities are displayed as horizontal line segments, with lengths representing the construction period.

[0071] In some embodiments of the present invention, the marking of critical construction routes is achieved by combining three forms: time node marking, construction period special marking, and geographic information association marking.

[0072] The time node annotations highlight key milestones, with zero total float as the core feature, meaning each project sub-item must be completed according to the construction plan. In the construction schedule chart, the start and end times of critical construction paths are marked with bold red nodes, with no time intervals between nodes. Furthermore, the construction nodes at the endpoints of the critical path are forcibly linked to the overall project duration of the railway project. When dynamically adjusting construction times, if the duration of a project sub-item at the endpoint of the critical path is delayed, a warning message is generated to alert the user of the risk of overall project delay.

[0073] Construction cycle specificity marking refers to distinguishing critical and non-critical construction paths using slope and color. The construction cycle of a critical construction path is "incompressible." When dynamically presented on the construction schedule chart, the specificity of the construction cycle can be distinguished by slope and color; the critical construction path is represented by a steeper slope, while the non-critical construction path has a gentler slope. Furthermore, the critical construction path is dynamically drawn as a solid red line, while the non-critical construction path is represented by a dashed gray line, and the procedures on the critical construction path are labeled "critical."

[0074] Geographic information association and labeling spatially binds engineering entities with mileage information, achieving precise mapping between engineering elements and geographical locations. In critical path management, mileage anchoring mechanisms and intelligent spatial conflict alert mechanisms enhance engineering control and visualization.

[0075] The mileage anchoring mechanism refers to strictly binding engineering decomposition items on key construction routes to actual mileage coordinates and marking the three-dimensional spatial location of projects (such as tunnel projects and bridge projects) in a Geographic Information System (GIS) scenario. By dynamically aligning the mileage axis with the spatial location of the engineering entities, the progress of engineering decomposition items is synchronized with geographic coordinates in real time, intuitively reflecting the spatial distribution of key engineering decomposition items.

[0076] The intelligent spatial conflict alert mechanism refers to the real-time monitoring of the spatial relationship between critical construction routes and surrounding projects (such as pipelines and existing structures) based on spatial topology analysis. When spatial conflicts (such as overlapping work areas) are detected between engineering breakdown items on the critical construction route and those in surrounding projects, a highlighting and flashing function is used to locate the conflicting mileage segment and generate a prompt message. This prompts the user to prioritize ensuring the construction space of the critical construction route, assisting the user in adjusting the construction sequence or optimizing the allocation of construction resources.

[0077] In addition, in the construction schedule diagram, the preceding and subsequent projects are linked by arrows or hierarchical indentation. For example, in the construction schedule diagram, the end point of the bar for "pier construction" is directly connected to the start point of the bar for "beam erection" to visually demonstrate the relationship between "preceding and subsequent projects"; or, the end point of the construction slope curve of the preceding project is connected to the start point of the slope curve of the subsequent project at the same mileage and time point to reflect the requirement of "seamless connection".

[0078] When a prerequisite project is a task on a critical construction path, delays in the prerequisite project will directly lead to delays in subsequent projects and the overall project schedule. For example, if "tunneling" is a prerequisite project for "track laying," delays in the tunneling project will directly cause delays in the track laying schedule. Therefore, when prerequisite projects exist on a critical construction path, they need to be marked with a special color to highlight their decisive impact on the overall project schedule.

[0079] Step S104: During the railway construction process, update the construction schedule map based on the real-time acquired construction progress parameters or construction adjustment parameters.

[0080] Among them, construction progress parameters refer to project progress-related indicators and parameters that are dynamically collected and integrated through multiple data sources.

[0081] In some embodiments of the present invention, the construction progress parameters include progress parameters manually input by the user, progress parameters obtained from the railway engineering management platform in the form of data synchronization (such as the completion rate of the project, the progress of the supply of construction materials, etc.), or progress parameters collected by sensors at the construction site (such as positioning data, ambient temperature monitoring data, equipment and facility monitoring data, etc.).

[0082] Once the construction progress parameters are obtained, the construction schedule is dynamically updated, and the construction sequence dependencies between the project breakdown items are analyzed in real time. The construction time difference between the completion time of the preceding project and the start time of the subsequent project is predicted. If the time difference is less than the preset interface time difference, a conflict warning is triggered and a prompt message is generated, prompting the user to adjust the construction mode or resource configuration of the preceding project to avoid construction conflicts.

[0083] Specifically, after updating the construction schedule based on real-time acquired construction progress parameters or construction adjustment parameters, the process also includes: for adjacent project decomposition items with construction sequence dependencies, predicting the completion time of the preceding project in the adjacent project decomposition item according to the real-time acquired construction progress parameters, and calculating the construction time difference between the preceding project and the subsequent project in the adjacent project decomposition item; if the construction time difference is less than the preset interface time difference between adjacent project decomposition items, generating and outputting a prompt message; the prompt message is used to prompt the user to adjust the construction mode of the preceding project.

[0084] The preset interface time difference includes a pre-set hard interval rule between the pre-process and the post-process, or a minimum time window.

[0085] This explanation uses the hard-spacing rule between track laying and ballastless track bed construction as an example. In this case, the hard-spacing rule enforces the connection between the ballastless track bed construction and the track laying project, ensuring that track laying must proceed only after the ballastless track bed construction meets strength and settlement requirements. The hard-spacing rule between track laying and ballastless track bed construction can be expressed as: In the formula, This indicates the earliest completion time of ballastless track construction. Specifically, it refers to the time when the concrete pouring, curing, and settlement monitoring of the ballastless track project are all completed and the design strength (e.g., C40 concrete strength ≥ 90%) is reached. It must meet the curing cycle requirements of the "Technical Specification for Construction of Ballastless Track in Railways" (usually ≥ 14 days). This indicates the latest start time of the track laying project, specifically the time when the track laying machine arrives on site and the rail materials are in place, which is subject to constraints such as the track laying base's production capacity and the rail material transportation cycle. This represents the minimum hard interval time between the ballastless track bed and the track laying. It is a fixed value determined based on the characteristics of the track bed material, climate conditions, and specifications (e.g., 14 days for concrete track beds in summer and 21 days for track beds in winter). This ensures that the track bed is fully cured and the settlement is stable, avoiding problems such as track bed cracking and substandard track smoothness after track laying.

[0086] Taking the minimum time window between the girder erection project and the bridge pier construction as an example, this explanation uses the minimum time window to constrain the connection between the girder erection project and the bridge pier construction, ensuring that the girder erection project can only proceed after the bridge pier structure is safe and stable. The minimum time window between the girder erection project and the bridge segment construction can be expressed as: In the formula, This indicates the earliest start time of the bridge erection project, specifically the time when the bridge erection machine is in place and the bridge body is transported to the site and the erection begins, which is affected by factors such as the capacity of the beam yard and the conditions of the beam transportation channel. This indicates the latest completion time for the bridge pier project. Specifically, it refers to the time when the concrete pouring, curing, and prestressing tensioning of the bridge pier are all completed and the design bearing capacity (such as the compressive strength of the bridge pier ≥ 30MPa) is reached. It must meet the strength and stability requirements of the "Railway Bridge and Culvert Construction Specification". This indicates the minimum time interval between the bridge pier construction and the beam erection. It is determined based on the bridge pier structure type (such as high piers or low piers), geological conditions, and load requirements (e.g., 7 days for ordinary bridge piers and 14 days for high piers (≥50m)). This ensures that the concrete shrinkage and creep of the bridge piers are completed and the foundation settlement is stable, thus avoiding uneven settlement or structural deformation of the bridge piers after beam erection.

[0087] In some embodiments of the present invention, when the construction mode of the preceding project includes at least two modes, if the construction time difference is less than the preset interface time difference between adjacent project decomposition items, a prompt message is generated and output. The method further includes: traversing all available construction modes of the preceding project, calculating the construction time difference between the predicted completion time of the preceding project and the construction start time of the subsequent project under each available construction mode; and generating a corresponding prompt message to prompt the user to adjust the construction mode if the construction time difference of at least one available construction mode satisfies the preset interface time difference.

[0088] For example, taking bridge pier engineering as an example, bridge pier engineering includes three construction modes: a construction mode in which construction proceeds sequentially from the starting point to the end point; a segmented construction mode in which construction proceeds sequentially within each beam segment, with the beam yard as the segmentation point (e.g., ...). Figure 5 As shown), and a segmented construction mode where the construction direction of the piers within each segment is consistent with the erection direction of the beam (e.g., using the beam segment as the segmentation point). Figure 6 As shown, the beam yard / track laying base center radial model achieves efficient coordination of temporary facilities by parametrically setting the beam erection direction (forward / reverse) and constraining the pier construction sequence through the radiation range; if a construction mode exists among the three construction modes and the preset interface time difference is met, a prompt message is generated to inform the user to use the construction mode that meets the preset interface time difference.

[0089] If the construction time difference of all construction modes does not meet the preset interface time, then the optimal solution needs to be selected based on the preset optimization strategy and cost-effectiveness.

[0090] Specifically, when the construction time difference of all construction modes does not meet the preset interface time, the method also includes: generating optimization schemes for each available construction mode according to the preset optimization strategy; determining the construction cost corresponding to each optimization scheme; selecting the optimization scheme with the lowest construction cost among all optimization schemes as the recommended scheme and generating corresponding prompt information to prompt the user to adjust the construction mode.

[0091] In some embodiments of the present invention, the optimization strategies include construction rate optimization strategies and construction resource optimization strategies.

[0092] Among them, the construction speed optimization strategy refers to the optimization strategy to improve the construction speed of the construction team, which shortens the duration of a single construction stage by improving the operational efficiency of the construction team (such as increasing the input of machinery and optimizing the process flow). The construction resource optimization strategy refers to the optimization strategy to increase the number of construction teams, which improves the overall construction parallelism by increasing the number of construction teams (such as segmented parallel construction and multi-shift collaboration).

[0093] For example: Figure 4As shown, taking the bridge pier project as an example, the bridge pier project includes 3 construction modes; in the case where there is no construction mode among the 3 construction modes and the preset interface time difference can be met, the 3 construction modes are optimized according to the optimization strategy to generate 6 optimization schemes.

[0094] Construction adjustment parameters refer to dynamic parameters manually entered by users (such as project managers and schedulers) to optimize or correct construction plans based on actual project needs or unforeseen circumstances. These parameters address plan deviations caused by geological changes, equipment failures, resource conflicts, or external environmental interference during construction. Through manual intervention, construction plans can be rapidly and dynamically adjusted, increasing the response speed to construction plan changes by up to 8 times and reducing adjustment time to less than 3 hours. This elevates planning efficiency from "days" to "hours," fully meeting the rapid iteration needs of complex projects.

[0095] In some embodiments, the construction adjustment parameters include user-input dependency adjustment parameters or construction time adjustment parameters; the dependency adjustment parameters are used to adjust the dependencies between project decomposition items, including parallel construction adjustment parameters.

[0096] Specifically, before updating the construction schedule based on real-time acquired construction progress parameters or construction adjustment parameters, the process includes: verifying the construction adjustment parameters upon receipt and obtaining verification results; verifying whether there are geographical location conflicts between the various project decomposition items to be adjusted if the construction adjustment parameters include parallel construction adjustment parameters; verifying whether the time difference between the start time of the construction of the project decomposition item to be adjusted and the end time of the preceding project meets the preset interface time difference if the construction adjustment parameters include construction time adjustment parameters; and updating the construction schedule if the verification result indicates that the verification is successful.

[0097] In some embodiments of the present invention, the critical construction path is determined by a preset Critical Path Method (CAP). Simultaneously, the construction schedule chart supports parametric drag-and-drop adjustments (e.g., a user drags the duration bar of a project breakdown item to directly modify its duration) and recalculates the critical construction path in real time, achieving a closed-loop response of "graphical adjustment - dynamic update of the critical construction path".

[0098] Specifically, after updating the construction schedule, it also includes: re-identifying critical construction routes through a preset critical path algorithm, and highlighting the new critical construction routes when they change.

[0099] In summary, the intelligent management method for railway engineering construction organization planning provided in this embodiment can solve problems such as frequent conflicts in construction resources and disconnected work processes caused by the excessive focus of construction planning logic on a single unit project, and can effectively avoid construction delays. Based on the engineering quantity data and associated schedule indicators corresponding to each unit project, the construction time required for each sub-item of the project under each unit project is determined. Combined with the track laying start time corresponding to the track engineering in the unit project and the preset dependencies between each sub-item, the construction end time corresponding to each sub-item is determined. Through the total engineering quantity data, schedule indicators, and preset dependencies, combined with the constraint of interface time in the form of reverse schedule, it is specifically adapted to railway engineering and deeply fits the three core characteristics of construction (linear distribution, dependence on temporary facilities, and complex interfaces), intelligently deduce the construction time window of each sub-item. By combining the track laying start point and process association rules of track engineering, the system accurately determines the construction end time, breaking through the excessive focus on single unit projects in traditional planning. This effectively avoids the risk of schedule delays caused by resource conflicts and process disconnections, ensuring the continuity and feasibility of the construction plan. Using the construction end time and the preset total construction cost ceiling of the railway project as constraints, a cost objective function is constructed. This function is then solved using a preset solution method to determine the construction start time and construction mode of each project decomposition item. This enables lean control of the construction cost of each project decomposition item, thereby reducing the total construction cost and achieving optimal resource allocation while ensuring the schedule. Furthermore, the system graphically displays the progress distribution and supports parametric adjustments, improving the response speed to construction plan changes and increasing planning efficiency from "days" to "hours," fully meeting the rapid iteration needs of complex projects.

[0100] In addition, for each project decomposition item, there is at least one pre-set construction mode. When the construction time difference between all construction modes and subsequent projects does not meet the preset interface time, a preset optimization strategy is used to optimize the construction mode and select the optimization scheme with the lowest cost, which can improve construction efficiency and the utilization rate of construction resources. At the same time, for the same type of construction activities, the construction sequence and construction team allocation between the same type of construction activities are optimized by using genetic algorithms and dispatch mileage objective functions, which can further improve the utilization rate of construction resources and construction efficiency, and reduce construction costs.

[0101] In addition, by controlling the critical construction path, critical engineering decomposition items on the critical construction path can be automatically identified, so that the construction resources of non-critical engineering decomposition items are subordinate to the construction resources of the critical construction path, reducing conflicts between processes and improving the overall feasibility of the construction plan.

[0102] Corresponding to the above method, the present invention also provides an intelligent management method and apparatus for the preparation of railway engineering construction organization plans. The apparatus includes a computer device, which includes a processor and a memory. The memory stores computer instructions, and the processor is used to execute the computer instructions stored in the memory. When the computer instructions are executed by the processor, the apparatus implements the steps of the intelligent management method for the preparation of railway engineering construction organization plans as described above.

[0103] This invention also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the aforementioned intelligent management method for preparing railway engineering construction organization plans. The computer-readable storage medium can be a tangible storage medium, such as random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, floppy disks, hard disks, removable storage disks, CD-ROMs, or any other form of storage medium known in the art.

[0104] Those skilled in the art will understand that the exemplary components, systems, and methods described in conjunction with the embodiments disclosed herein can be implemented in hardware, software, or a combination of both. Whether implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this invention. When implemented in hardware, it can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this invention are programs or code segments used to perform the desired tasks. The programs or code segments can be stored in a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried in a carrier wave.

[0105] It should be clarified that the present invention is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present invention is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of the present invention.

[0106] In this invention, features described and / or illustrated for one embodiment may be used in the same or similar manner in one or more other embodiments, and / or combined with or in place of features of other embodiments.

[0107] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. For those skilled in the art, various modifications and variations can be made to the embodiments of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An intelligent management method for preparing railway engineering construction organization plans, characterized in that, The method includes the following steps: Based on the engineering quantity data corresponding to each unit project and the schedule indicators associated with the engineering quantity data, the construction time required for each sub-item of the unit project is determined. Then, combined with the track laying start time corresponding to the track engineering within the unit project and the pre-defined dependencies between the sub-items, the construction end time corresponding to each sub-item is determined. The track laying start time is determined using a reverse scheduling method, based on the completion deadline of the railway track operation test, the required acceptance time, and the required track laying time. The pre-defined dependencies include the construction sequence dependencies between the sub-items. Using the construction completion time and the preset total construction cost ceiling of the railway project as constraints, a cost objective function is constructed, and the cost objective function is solved by a preset solution method to determine the construction start time and construction mode of each project decomposition item; the cost objective function includes a construction mode cost item for quantifying the construction cost under different construction modes and a construction time cost item for quantifying the construction cost under different construction start times. A construction schedule is generated based on the start and end times of each project decomposition item, and key construction routes are marked on the construction schedule. The construction schedule includes an X-axis representing the mileage of the construction route and a Y-axis representing the progress of the construction time. During the railway engineering construction process, the construction schedule map is updated based on the real-time acquired construction progress parameters or construction adjustment parameters. The method includes, after updating the construction schedule, the following steps: for adjacent project decomposition items with the construction sequence dependency relationship, predict the completion time of the preceding project in the adjacent project decomposition item according to the real-time acquired construction progress parameters, and calculate the construction time difference between the preceding project and the subsequent project in the adjacent project decomposition item. If the construction time difference is less than the preset interface time difference between adjacent project decomposition items, a prompt message is generated and output; the prompt message is used to prompt the user to adjust the construction mode of the preceding project. If the construction mode of the pre-construction project includes at least two modes, all available construction modes of the pre-construction project are traversed, and the construction time difference between the predicted completion time of the pre-construction project and the construction start time of the subsequent project is calculated under each available construction mode. If the construction time difference of at least one available construction mode satisfies the preset interface time difference, the corresponding prompt information is generated to prompt the user to adjust the construction mode. If the construction time difference of all construction modes does not meet the preset interface time difference, an optimization scheme corresponding to each available construction mode is generated according to the preset optimization strategy. The optimization strategy includes a construction rate optimization strategy and a construction resource optimization strategy. The construction cost corresponding to each optimization scheme is determined, and the optimization scheme with the lowest construction cost is selected as the recommended scheme from all optimization schemes and a corresponding prompt message is generated to prompt the user to adjust the construction mode.

2. The method according to claim 1, characterized in that, The project breakdown item includes at least two construction activities of the same type; after determining the start time and construction mode of each project breakdown item, it also includes: Using the number of construction teams and the number of construction activities as constraints, a dispatch mileage objective function is constructed based on the number of times construction teams are dispatched and the distance traveled between different construction activities. The objective function is solved by a pre-defined genetic algorithm to determine the construction sequence and team allocation scheme among construction activities of the same type.

3. The method according to claim 1, characterized in that, The construction adjustment parameters include user-input dependency adjustment parameters or construction time adjustment parameters; the dependency adjustment parameters are used to adjust the dependencies between project decomposition items, including parallel construction adjustment parameters; Before updating the construction schedule chart based on real-time acquired construction progress parameters or construction adjustment parameters, the method further includes: Upon receiving the construction adjustment parameters, the construction adjustment parameters are verified to obtain the verification results; if the construction adjustment parameters include the parallel construction adjustment parameters, it is verified whether there is a geographical location conflict between the various engineering decomposition items to be adjusted; if the construction adjustment parameters include the construction time adjustment parameters, it is verified whether the time difference between the construction start time of the engineering decomposition item to be adjusted and the construction end time of the preceding project meets the preset interface time difference. If the verification result indicates that the verification has passed, update the construction schedule.

4. The method according to claim 1, characterized in that, The critical construction path is determined using a preset critical path algorithm; after updating the construction schedule, the process further includes: The critical construction route is re-identified by the preset critical path algorithm, and if the critical construction route changes, the new critical construction route is highlighted.

5. The method according to claim 1, characterized in that, The project breakdown items for each unit project include distributed projects, sub-projects, and work processes. The schedule indicators include primary indicators corresponding to the unit project, secondary indicators corresponding to the distributed projects, and tertiary indicators corresponding to the sub-projects and work processes.

6. An intelligent management device for compiling railway engineering construction organization plans, comprising a processor, a memory, and computer programs / instructions stored in the memory, characterized in that, The processor is configured to execute the computer program / instructions, and when the computer program / instructions are executed, the device implements the steps of the method as described in any one of claims 1 to 5.

7. A computer-readable storage medium having a computer program / instructions stored thereon, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method as described in any one of claims 1 to 5.

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