Railway auxiliary engineering optimization utilization method and device and medium

Abstract

The invention provides a railway auxiliary project optimization utilization method and device and a medium, and relates to the technical field of railways, and the method comprises the steps: obtaining the construction period attribute of the current time and the characteristic parameters of a railway auxiliary project; determining a utilization decision of the railway auxiliary project according to the construction period attribute, the characteristic parameters and a preset optimization utilization model; the railway auxiliary project comprises a railway auxiliary project body and / or land occupied by the railway auxiliary project body. Thus, after construction of the railway main body project is completed, the railway auxiliary project does not need to be dismantled, effective utilization of the railway auxiliary project body and the land is achieved, and the utilization rate of the railway auxiliary project is increased.

Description

Technical Field

[0001] This invention relates to the field of railway technology, and more specifically, to a method, apparatus, and medium for optimizing the utilization of railway auxiliary engineering. Background Technology

[0002] In recent years, with economic development, railway auxiliary engineering has become a research hotspot in the railway field. Railway auxiliary engineering involves large investments and occupies a lot of land; however, due to its temporary nature and lack of management by all parties involved in its construction, investment waste and redundant construction are common. Therefore, strengthening the optimized utilization and management of large-scale auxiliary engineering projects is urgently needed.

[0003] Currently, railway auxiliary projects, as an essential stage in the construction preparation phase, are often abandoned or demolished after the main project is completed, resulting in wasted resources and high costs.

[0004] To address the problems of existing technologies, this invention provides a method, device, and medium for optimizing the utilization of railway auxiliary engineering. Summary of the Invention

[0005] To address the problems of existing technologies, this invention provides a method, apparatus, and medium for optimizing the utilization of railway auxiliary engineering. The method includes:

[0006] Obtain the current time period attribute and characteristic parameters of railway auxiliary projects;

[0007] Based on the construction period attributes, the characteristic parameters, and the preset optimization utilization model, the utilization decision of the railway auxiliary project is determined;

[0008] The railway auxiliary works include the railway auxiliary works themselves and / or the land occupied by the railway auxiliary works themselves.

[0009] According to one embodiment of the present invention, the project duration attributes include: railway construction period and railway operation and maintenance period;

[0010] The characteristic parameters include: a first indicator and a type of the railway auxiliary engineering body, wherein the first indicator is used to characterize the functional utilization requirements of the railway auxiliary engineering body, and the type includes: dedicated to railway construction and dedicated to non-railway construction.

[0011] According to an embodiment of the present invention, the utilization decision is determined through the following steps:

[0012] The optimization utilization model is input with the construction period attribute being railway construction period, the first indicator being the second value, and the type being railway construction-specific, and the utilization decision is to provide the railway auxiliary engineering body and the land to the main railway engineering in different railway construction periods;

[0013] The second value is used to characterize the absence of functional utilization requirements.

[0014] According to one embodiment of the present invention, the feature parameter further includes: a second index of the land, the second index being used to characterize the demand for land use;

[0015] The utilization decision is determined through the following steps:

[0016] The construction period attribute is set to railway construction period, the first indicator is set to a first value, the type is set to railway construction-specific, and the second indicator is set to a third value. The optimization utilization model is then used to determine the utilization decision to provide the land for different auxiliary projects required during the railway construction period.

[0017] The first value is used to characterize the functional utilization requirement; the third value is used to characterize the usage requirement.

[0018] According to one embodiment of the present invention, the feature parameters further include: the engineering attributes of the railway auxiliary engineering body;

[0019] The utilization decision is determined through the following steps:

[0020] The optimization utilization model is input with the construction period attribute being railway operation and maintenance period, the first indicator being the second value, the type being railway construction-specific, the second indicator being the third value, and the project attribute being permanent project, and the utilization decision is to provide the land for temporary project use.

[0021] According to one embodiment of the present invention, the feature parameters further include: a usability evaluation index;

[0022] The utilization decision is determined through the following steps:

[0023] The optimization utilization model is input with the construction period attribute being railway operation and maintenance period, the first indicator being the first value, the type being non-railway construction-specific, and the utilization evaluation indicator being the target value. The utilization decision is to provide the railway auxiliary engineering body and the land to the local government for use.

[0024] According to an embodiment of the present invention, the utilization decision is determined through the following steps:

[0025] The optimization utilization model is input with the construction period attribute being railway operation and maintenance period, the first indicator being the second value, the type being non-railway construction dedicated, and the second indicator being the third value, to determine the utilization decision as providing the land to the local government for use.

[0026] According to one embodiment of the present invention, the land use period has not expired.

[0027] According to one embodiment of the present invention, the method further includes:

[0028] If the land use period expires, the utilization decision is determined to be the demolition of the railway auxiliary works.

[0029] According to another aspect of the invention, a storage medium is also provided, comprising a series of instructions for performing the steps of the method as described in any of the preceding claims.

[0030] According to another aspect of the present invention, a railway auxiliary engineering optimization and utilization device is also provided, which performs the method as described in any of the preceding claims, the device comprising:

[0031] The acquisition module is used to obtain the current time period attribute and characteristic parameters of railway auxiliary projects;

[0032] The determination module is used to determine the utilization decision of the railway auxiliary project based on the project duration attribute, the characteristic parameters and the preset optimization utilization model;

[0033] The railway auxiliary works include the railway auxiliary works themselves and / or the land occupied by the railway auxiliary works themselves.

[0034] This invention provides a method, device, and medium for optimizing the utilization of railway auxiliary engineering, which has the following advantages compared with the prior art:

[0035] This invention first determines the current construction period attribute and the characteristic parameters of the railway auxiliary works. Then, based on the construction period attribute, characteristic parameters, and optimization utilization model, it determines the utilization decision of the railway auxiliary works. In this way, after the main railway project is completed, there is no need to demolish the railway auxiliary works, realizing the effective utilization of the railway auxiliary works and the land, and improving the utilization rate of the railway auxiliary works.

[0036] Other features and advantages of the invention will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the description, claims, and drawings. Attached Figure Description

[0037] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with the embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0038] Figure 1A flowchart of a railway auxiliary engineering optimization utilization method according to an embodiment of the present invention is shown;

[0039] Figure 2 A block diagram of a railway auxiliary engineering optimization and utilization device according to an embodiment of the present invention is shown.

[0040] In the accompanying drawings, the same parts use the same reference numerals. Also, the drawings are not drawn to scale. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to the accompanying drawings.

[0042] To address the aforementioned shortcomings of existing technologies, this invention provides a method, apparatus, and medium for optimizing the utilization of railway auxiliary engineering. Figure 1 A flowchart of a method for optimizing the utilization of railway auxiliary engineering according to an embodiment of the present invention is shown. The method includes:

[0043] S101, obtain the current time period attribute and characteristic parameters of railway auxiliary engineering;

[0044] S102, Based on the construction period attributes, characteristic parameters and the preset optimization utilization model, determine the utilization decision of railway auxiliary projects;

[0045] Among them, railway auxiliary works include the railway auxiliary works themselves and / or the land occupied by the railway auxiliary works themselves.

[0046] Railway auxiliary engineering refers to engineering works that assist the main railway project, including concrete mixing plants, sand and gravel processing plants, material storage bases, beam fabrication yards, sleeper prefabrication yards, and track laying bases.

[0047] This invention first determines the current construction period attribute and the characteristic parameters of the railway auxiliary works. Then, based on the construction period attribute, characteristic parameters, and optimization utilization model, it determines the utilization decision of the railway auxiliary works. In this way, after the main railway project is completed, there is no need to demolish the railway auxiliary works, realizing the effective utilization of the railway auxiliary works and the land, and improving the utilization rate of the railway auxiliary works.

[0048] In one possible embodiment, the project duration attributes include: railway construction period and railway operation and maintenance period; the characteristic parameters include: a first indicator and type of the railway auxiliary engineering entity, the first indicator being used to characterize the functional utilization requirements of the railway auxiliary engineering entity; the type includes: dedicated to railway construction and dedicated to non-railway construction.

[0049] During railway construction, auxiliary railway projects provide services such as material storage, concrete production, and equipment manufacturing. For example, track-laying bases are essential auxiliary projects for railway track-laying, serving as the main sites for rail material storage and transportation, as well as the installation and dismantling of track-laying equipment.

[0050] Once railway construction is completed and the railway is in operation and maintenance phase, some railway auxiliary works still have functional needs, while others no longer do. Therefore, it is possible to differentiate between the functional needs and construction period attributes of railway auxiliary works to allow for targeted utilization. Furthermore, it is also necessary to differentiate between the types of railway auxiliary works.

[0051] This allows for targeted utilization of railway auxiliary projects with different construction period attributes and characteristic parameters, thereby improving the applicability of railway auxiliary projects.

[0052] In one possible embodiment, the utilization decision is determined through the following steps:

[0053] The optimization and utilization model, which uses the railway construction period as the construction period attribute, the first indicator as the second value, and the type as railway construction-specific input, determines the utilization decision to provide the railway auxiliary engineering body and land to the main railway engineering in different railway construction periods.

[0054] The second value is used to characterize the absence of functional utilization requirements.

[0055] For example, the second value can be 0.

[0056] Different phases of railway construction require different types of auxiliary works. If these auxiliary works are located in geologically complex or ecologically fragile areas, available land resources may be extremely scarce. Therefore, when the railway is under construction, the auxiliary works themselves do not have functional needs, and the auxiliary works are specifically for railway construction, the utilization decision derived from the optimization model is to provide the auxiliary works and land to the main railway projects at different construction phases. For example, debris from the demolition of early-stage stations can be used as aggregate for subsequent projects; after the completion of prefabricated mixing plants, the non-heavy-load areas of the original hardened pavement are well preserved and can be reused by subsequent stations.

[0057] This enables comprehensive, all-weather design of railway auxiliary engineering, which helps save land and reduce damage to the ecological environment.

[0058] In one possible embodiment, the feature parameters further include: a second indicator of land, which is used to characterize the demand for land use;

[0059] The following steps are used to determine the utilization decision:

[0060] The optimization utilization model is input with the construction period attribute as railway construction period, the first indicator as the first value, the type as railway construction dedicated, and the second indicator as the third value. The utilization decision is to provide the land for different auxiliary projects required during the railway construction period.

[0061] The first value represents the functional utilization requirement; the third value represents the usage requirement.

[0062] For example, the third value can be the same as the first value, such as both being 1.

[0063] For some main railway projects, multiple types of auxiliary railway works are required simultaneously, with these auxiliary works interconnected and working in coordination with the main railway construction. Therefore, when the railway is under construction, the auxiliary works themselves have functional needs, are specifically designed for railway construction, and require the use of the land they occupy, the utilization decision derived from the optimization model is to allocate the land to different auxiliary works during the railway construction period. For example, the construction of the Dadu River Grand Bridge required the construction of supporting facilities such as construction roads, power supply, mixing plants, and steel reinforcement processing yards.

[0064] This approach enables comprehensive design during the railway construction period, which is beneficial for saving land and ensuring functional integration.

[0065] In one possible embodiment, the feature parameters further include: engineering properties of the railway auxiliary engineering body;

[0066] The following steps are used to determine the utilization decision:

[0067] The optimization and utilization model is input with the construction period attribute as railway operation and maintenance period, the first indicator as the second value, the type as railway construction-specific, the second indicator as the third value, and the project attribute as permanent project. The utilization decision is to provide the land for temporary project use.

[0068] In cases where the railway is in its maintenance phase, the auxiliary railway works themselves do not have functional needs, the auxiliary railway works are specifically for railway construction, there is a need to use the land occupied by the auxiliary railway works, and the auxiliary railway works are permanent works, the utilization decision obtained from the optimization utilization model is to provide the land for temporary works, i.e., site combination. For example, temporary works can be constructed first using the locations of permanent works such as station areas, station buildings, maintenance bases, and freight yards within the auxiliary works. After the temporary works are completed, the above-ground structures are removed and cleared, and then construction is carried out according to the design plan of the auxiliary works.

[0069] In addition, auxiliary projects such as beam fabrication yards, track laying bases, track slab prefabrication yards, and segment prefabrication yards have the basic conditions for site-integrated development, and after meeting the land requirements for municipal supporting projects, there is still some leeway for development. The site selection of these four types of temporary railway land can be fully integrated with the railway station and station square itself or the adjacent urban land, while meeting the railway design and technical requirements, to achieve an integrated design of permanent and temporary land use and comprehensive development.

[0070] This approach enables site-specific design of railway auxiliary projects, which helps save land and reduce damage to the ecological environment.

[0071] In one possible embodiment, the feature parameters further include: a usability evaluation index;

[0072] The following steps are used to determine the utilization decision:

[0073] By inputting the construction period attribute as railway operation and maintenance period, the first indicator as the first value, the type as non-railway construction-specific, and the utilization evaluation indicator as the target value into the optimization utilization model, the utilization decision is to provide the railway auxiliary engineering body and land to the local government for use.

[0074] For example, the target value can be determined according to the actual application scenario, and this invention does not limit it. Among them, auxiliary projects of non-railway construction type include sand and gravel processing plants, centralized concrete mixing plants, and material storage bases.

[0075] This includes assessments of railway auxiliary works, including buildings, roads, pipelines, and the environment. Building usability assessment indicators can evaluate aspects such as structural reliability, seismic performance, and damage. Road usability assessment indicators include assessments of road technical condition and damage. Pipeline usability assessment indicators involve assessments of structural and functional defects. Environmental usability assessment indicators require evaluation of site condition, greening status, and environmental pollution.

[0076] Among them, when the railway is in the operation and maintenance period, the railway auxiliary engineering itself has functional utilization needs, the type of railway auxiliary engineering is non-railway construction-specific, and the utilization evaluation index is the target value, the utilization decision obtained by the optimized utilization model is to transfer it to the local government for continued utilization, so as to serve the local economic development and social construction.

[0077] The handover of railway auxiliary works, such as temporary works, is a multi-faceted and step-by-step process that requires ensuring a smooth handover while protecting the rights and interests of both parties. First, the railway construction unit and the local government should conduct in-depth consultations to clarify the specific content, objectives, timing, and methods of the handover. Both parties should fully discuss the use value, technical condition, and modification needs of the temporary works and reach a preliminary consensus. Second, a safety assessment and evaluation should be conducted. The railway construction unit should organize a professional team to conduct a safety assessment and technical evaluation of the temporary works to be handed over. This includes a comprehensive inspection of the structural safety, functional integrity, and environmental compliance of the works to ensure that the temporary works meet the handover conditions. Third, a handover list should be compiled. Based on the assessment results, the railway construction unit should compile a detailed handover list, including the name, quantity, location, technical parameters, and equipment condition of the temporary works. The list should be accurate and complete to provide a foundation for subsequent handover work. Fourth, a handover agreement should be signed. Both parties should sign a formal handover agreement, clarifying the specific content of the handover, the division of responsibilities, and subsequent management requirements. The agreement should clearly define the rights and obligations of both parties to ensure the smooth progress of the handover. Fifth, complete the handover procedures. According to the agreement, the railway construction unit should complete the relevant handover procedures, such as asset handover and document transfer.

[0078] It is important to note that a reasonable asset valuation of the railway auxiliary works should be conducted before the handover to ensure the fairness and reasonableness of the handover price. This helps to avoid potential disputes and controversies later on. During the handover process, the completeness and accuracy of all technical documents should be ensured. This includes engineering design documents, construction drawings, technical specifications, quality inspection reports, etc., so that the local government can manage and maintain them smoothly afterward. After the handover, the local government should develop corresponding management and maintenance plans to ensure that the temporary works can continue to function and meet local needs. At the same time, the railway construction unit should also provide certain technical support and assistance to ensure the smooth progress of the handover.

[0079] This approach fully utilizes railway auxiliary engineering, generates additional revenue from it, and reduces the cost of its operation and maintenance.

[0080] In one possible embodiment, the utilization decision is determined through the following steps:

[0081] The optimization and utilization model is input with the construction period attribute as railway operation and maintenance period, the first indicator as the second value, the type as non-railway construction dedicated, and the second indicator as the third value. The utilization decision is to provide the land to the local government for use.

[0082] When the railway is in operation and maintenance period, the type of railway auxiliary engineering body is not for railway construction, the railway auxiliary engineering body does not have functional utilization needs, and there is a need to use the land occupied by the railway auxiliary engineering body, the local government should strengthen the utilization of land resources.

[0083] In this way, the land resources occupied by railway auxiliary projects are utilized, additional revenue from railway auxiliary projects is generated, and the operation and maintenance costs of railway auxiliary projects are reduced.

[0084] In one possible embodiment, the land use period has not expired.

[0085] This ensures the legality of land use.

[0086] In one possible embodiment, the method further includes:

[0087] If the land use period expires, the decision will be to demolish the main body of the railway auxiliary works.

[0088] If the land use period expires, drones, laser scanning, and automated equipment can be used to modularly dismantle the railway auxiliary works, ensuring the safety of the dismantling process, increasing environmental friendliness, and reducing the impact on the surrounding environment.

[0089] Before dismantling, drones can conduct detailed aerial photography and surveys to obtain 3D models and precise data of the site, helping to formulate dismantling plans. During the dismantling process, drones can also monitor the progress in real time, promptly identify potential safety hazards, and provide timely information feedback to decision-makers through real-time data transmission.

[0090] Laser scanning technology can quickly acquire high-precision 3D data of buildings and equipment at sites to be demolished, and construct detailed 3D models. These models can be used to accurately plan demolition paths, simulate the demolition process, and optimize demolition plans.

[0091] Intelligent robots and other automated equipment can play a vital role in site demolition. They can operate in dangerous or hard-to-reach areas, reducing human intervention and lowering the risk of accidents. At the same time, automated demolition equipment can achieve efficient and precise cutting and dismantling, improving demolition efficiency.

[0092] Modular demolition technology breaks down the site to be demolished into reusable modules, facilitating transportation and handling. This technology not only improves demolition efficiency but also achieves effective resource recycling and reuse, meeting the requirements of sustainable development. Virtual reality and augmented reality technologies can be used to simulate the demolition process, helping engineers to rehearse and optimize demolition plans in a virtual environment. Through simulation, potential problems can be identified in a timely manner, and corresponding solutions can be developed, reducing risks during the demolition process. Furthermore, the application of green and environmentally friendly technologies during demolition is crucial, helping to reduce environmental impact and promote sustainable development. Waterjet cutting demolition technology uses high-pressure water jets for cutting, producing no waste gas, wastewater, or waste residue, making it a highly efficient and environmentally friendly demolition method. When demolishing metal materials, this technology can achieve "zero-pollution" demolition. Atmospheric explosion-proof machines and precision EDM technology are used to avoid safety hazards such as fires and explosions during the demolition process. By effectively reducing the risk factor, they increase the safety protection of operators.

[0093] After demolition, the land can be restored to farmland. Of course, multiple factors need to be considered, such as soil remediation, water management, topography, infrastructure construction, ecological environment protection, and farmer training and support, in order to achieve sustainable land use and efficient agricultural production.

[0094] Therefore, the design and construction of railway auxiliary projects should consider future land reclamation issues and adopt appropriate engineering measures to reduce the difficulty of future reclamation. For example, the layout and structural design of the beam yard should minimize land damage and compaction to create favorable conditions for subsequent reclamation. During the construction of the beam yard, recyclable and reusable materials should be used as much as possible. For example, precast components can be used instead of on-site casting to reduce concrete waste. At the same time, waste generated should be properly disposed of to avoid environmental pollution. Effective measures should be taken to protect soil resources during beam yard construction. For example, retaining walls or slope protection should be built around the construction area to prevent soil erosion. After construction, the construction area should be cleaned up promptly to restore the soil structure. In addition, for severely damaged soil, soil improvement and fertilization can be carried out to improve soil fertility.

[0095] When the beam yard's service life ends and it is reclaimed as farmland, a comprehensive drainage and irrigation system needs to be established. By rationally planning drainage ditches, irrigation canals, and other facilities, the water balance of the farmland can be ensured, improving the land's productivity. After the beam yard is demolished, the topography may change. To reduce the difficulty of reclamation, the topography needs to be adjusted to meet the requirements of farmland. For example, land leveling and terraced field construction can be implemented to adapt the landform to the needs of agricultural production. During the reclamation process, ecological environment protection should be emphasized. Afforestation and wetland construction can improve the quality of the land's ecological environment. At the same time, the use of environmentally harmful agricultural chemicals should be avoided, and organic and ecological agriculture should be promoted.

[0096] In summary, through engineering measures such as pre-planning and design, rational use of materials, soil protection and restoration, drainage and irrigation system planning, topographical adjustments, and ecological environmental protection, the difficulty of reclaiming land occupied by beam yards into farmland can be effectively reduced. These measures not only contribute to the sustainable use of land but also improve the productivity of farmland and the quality of the ecological environment.

[0097] After the main body of railway auxiliary works is dismantled, the building materials can be recycled, which not only contributes to resource recycling but also reduces environmental impact. For different types of building materials, such as concrete, bricks, tiles, wood, and metal, targeted resource utilization methods should be adopted. Furthermore, appropriate utilization methods can be selected based on the local industrial structure.

[0098] Concrete recycling and reuse: Demolition concrete can be processed through crushing, screening, and other processes, and then used as recycled aggregate in new concrete products, such as paving bricks and precast slabs. This technology can reduce dependence on natural resources, lower construction costs, and reduce construction waste.

[0099] Brick and tile recycling and reuse: After cleaning and sorting, discarded bricks and tiles can be reused in construction or landscaping projects. Furthermore, through crushing and processing, bricks and tiles can be made into recycled aggregate for the manufacture of new building materials.

[0100] Timber recycling and reuse: Waste timber can be processed and reused. For example, timber can be crushed into pellets or fibers for the production of fiberboard, particleboard, etc. It can also be reprocessed to make furniture, flooring, etc. Regenerated timber has excellent physical properties and plasticity, meeting a variety of construction and decoration needs.

[0101] Metal recycling and reuse: Scrap metals generated during factory demolition, such as steel bars and pipes, can be collected and processed at recycling stations. Through processes such as sorting, crushing, and smelting, these scrap metals can be recycled into new metal materials for manufacturing new building components or products.

[0102] In addition to the recycling technologies mentioned above, several innovative technologies are constantly being developed. For example, crushing and grinding technologies for demolition materials can transform waste materials into reusable granular materials for the production of recycled concrete. This technology helps improve the reuse rate of waste materials and reduce the generation of construction waste.

[0103] This allows for the utilization of building materials, equipment, and other resources from the demolition of railway auxiliary projects, thereby improving the utilization rate of railway auxiliary projects.

[0104] The railway auxiliary engineering optimization and utilization method provided by this invention can also be used in conjunction with a computer-readable storage medium. The storage medium stores a computer program, which is executed to run the railway auxiliary engineering optimization and utilization method. The computer program is capable of executing computer instructions, which include computer program code. The computer program code can be in the form of source code, object code, executable file, or some intermediate form.

[0105] Computer-readable storage media can include: any entity or device capable of carrying computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0106] It should be noted that the contents of computer-readable storage media may be appropriately added to or subtracted from the contents according to the requirements of legislation and patent practice in a jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable storage media may not include electrical carrier signals and telecommunication signals.

[0107] According to another aspect of the present invention, a railway auxiliary engineering optimization and utilization device is also provided, which performs a railway auxiliary engineering optimization and utilization method. Figure 2 A block diagram of a railway auxiliary engineering optimization and utilization device according to an embodiment of the present invention is shown, such as Figure 2 As shown, the device includes:

[0108] Module 510 is used to obtain the current time period attribute and characteristic parameters of railway auxiliary engineering.

[0109] The determination module 520 is used to determine the utilization decision of railway auxiliary projects based on the project duration attributes, characteristic parameters and preset optimization utilization models.

[0110] Among them, railway auxiliary works include the railway auxiliary works themselves and / or the land occupied by the railway auxiliary works themselves.

[0111] In summary, this invention provides a method, device, and medium for optimizing the utilization of railway auxiliary engineering, which has the following advantages compared with the prior art:

[0112] This invention first determines the current construction period attribute and the characteristic parameters of the railway auxiliary works. Then, based on the construction period attribute, characteristic parameters, and optimization utilization model, it determines the utilization decision of the railway auxiliary works. In this way, after the main railway project is completed, there is no need to demolish the railway auxiliary works, realizing the effective utilization of the railway auxiliary works and the land, and improving the utilization rate of the railway auxiliary works.

[0113] It should be understood that the embodiments disclosed herein are not limited to the specific structures, processing steps, or materials disclosed herein, but should be extended to equivalent substitutions of these features as understood by those skilled in the art. It should also be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting.

[0114] In the description of this invention, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0115] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0116] Certain terms are used throughout this application to refer to specific system components. As those skilled in the art will recognize, the same components may often be referred to by different names, and therefore this application is not intended to distinguish those components that differ only in name and not in function. In this application, the terms “comprise,” “include,” and “have” are used in an open-ended manner and should therefore be interpreted as meaning “including, but not limited to…”. Furthermore, the terms “substantially,” “materially,” or “approximately” as used herein refer to industry-accepted tolerances for the corresponding terms. The term “coupling,” as may be used herein, includes direct coupling and indirect coupling via additional components, elements, circuits, or modules, wherein, for indirect coupling, the intermediate component, element, circuit, or module does not alter the information of the signal but may adjust its current level, voltage level, and / or power level. Inferred coupling (e.g., one element is inferredly coupled to another element) includes direct and indirect coupling between two elements in the same manner as “coupling.”

[0117] The phrase "an embodiment" or "an embodiment" used in this specification means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Therefore, the phrase "an embodiment" or "an embodiment" appearing in various places throughout the specification does not necessarily refer to the same embodiment.

[0118] The embodiments of the present invention are given for illustrative and descriptive purposes only, and are not intended to be exhaustive or to limit the invention to the forms disclosed. Many modifications and variations will be apparent to those skilled in the art. The embodiments were chosen and described in order to better illustrate the principles and practical application of the invention, and to enable those skilled in the art to understand the invention and to design various embodiments with various modifications suitable for a particular purpose.

[0119] While the embodiments disclosed in this invention are as described above, the content is merely for the purpose of facilitating understanding of the invention and is not intended to limit the invention. Any person skilled in the art to which this invention pertains may make any modifications and variations in form and detail of the implementation without departing from the spirit and scope disclosed herein; however, the scope of patent protection for this invention shall still be determined by the scope defined in the appended claims.

Claims

1. A method for optimizing the utilization of railway auxiliary engineering, characterized in that, The method includes: Obtain the current time period attribute and characteristic parameters of railway auxiliary projects; Based on the construction period attributes, the characteristic parameters, and the preset optimization utilization model, the utilization decision of the railway auxiliary project is determined; The railway auxiliary works include the railway auxiliary works themselves and / or the land occupied by the railway auxiliary works themselves.

2. The method as described in claim 1, characterized in that, The project duration attributes include: railway construction period and railway operation and maintenance period; The characteristic parameters include: a first indicator and a type of the railway auxiliary engineering body, wherein the first indicator is used to characterize the functional utilization requirements of the railway auxiliary engineering body, and the type includes: dedicated to railway construction and dedicated to non-railway construction.

3. The method as described in claim 2, characterized in that, The utilization decision is determined through the following steps: The optimization utilization model is input with the construction period attribute being railway construction period, the first indicator being the second value, and the type being railway construction-specific, and the utilization decision is to provide the railway auxiliary engineering body and the land to the main railway engineering in different railway construction periods; The second value is used to characterize the absence of functional utilization requirements.

4. The method as described in claim 3, characterized in that, The feature parameters also include: a second indicator of the land, which is used to characterize the demand for land use; The utilization decision is determined through the following steps: The construction period attribute is set to railway construction period, the first indicator is set to a first value, the type is set to railway construction-specific, and the second indicator is set to a third value. The optimization utilization model is then used to determine the utilization decision to provide the land for different auxiliary projects required during the railway construction period. The first value is used to characterize the functional utilization requirement; the third value is used to characterize the usage requirement.

5. The method as described in claim 4, characterized in that, The feature parameters also include: the engineering attributes of the railway auxiliary engineering body; The utilization decision is determined through the following steps: The optimization utilization model is input with the construction period attribute being railway operation and maintenance period, the first indicator being the second value, the type being railway construction-specific, the second indicator being the third value, and the project attribute being permanent project, and the utilization decision is to provide the land for temporary project use.

6. The method as described in claim 4 or 5, characterized in that, The feature parameters also include: usability evaluation indicators; The utilization decision is determined through the following steps: The optimization utilization model is input with the construction period attribute being railway operation and maintenance period, the first indicator being the first value, the type being non-railway construction-specific, and the utilization evaluation indicator being the target value. The utilization decision is to provide the railway auxiliary engineering body and the land to the local government for use.

7. The method according to any one of claims 4-6, characterized in that, The utilization decision is determined through the following steps: The optimization utilization model is input with the construction period attribute being railway operation and maintenance period, the first indicator being the second value, the type being non-railway construction dedicated, and the second indicator being the third value, to determine the utilization decision as providing the land to the local government for use.

8. The method according to any one of claims 1-7, characterized in that, The land use right has not yet expired.

9. The method according to any one of claims 1-8, characterized in that, The method further includes: If the land use period expires, the utilization decision is determined to be the demolition of the railway auxiliary works.

10. A storage medium, characterized in that, It includes a series of instructions for performing the method steps as described in any one of claims 1-9.

11. A railway auxiliary engineering optimization and utilization device, characterized in that, The apparatus for performing the method as described in any one of claims 1-9 comprises: The acquisition module is used to obtain the current time period attribute and characteristic parameters of railway auxiliary projects; The determination module is used to determine the utilization decision of the railway auxiliary project based on the project duration attribute, the characteristic parameters and the preset optimization utilization model; The railway auxiliary works include the railway auxiliary works themselves and / or the land occupied by the railway auxiliary works themselves.

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