CN114548499A - Maintenance plan adjusting method and system based on constants and variables - Google Patents

Maintenance plan adjusting method and system based on constants and variables Download PDF

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CN114548499A
CN114548499A CN202210044827.7A CN202210044827A CN114548499A CN 114548499 A CN114548499 A CN 114548499A CN 202210044827 A CN202210044827 A CN 202210044827A CN 114548499 A CN114548499 A CN 114548499A
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rail transit
linear asset
grid
constant
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李擎
刘岭
张波
刘军
张晚秋
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CRSC Research and Design Institute Group Co Ltd
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Abstract

The invention provides a maintenance plan adjusting method and system based on constants and variables, wherein the method comprises the following steps: determining a constant and a decision variable; establishing a rail transit linear asset gridding maintenance plan optimization adjustment model with a plan change minimum objective function according to the constant and the decision variable; and optimizing and adjusting the model according to the rail transit linear asset gridding maintenance plan, and adjusting the maintenance plan. The invention enhances the guidance and the practicability of the rail transit linear asset maintenance plan.

Description

Maintenance plan adjusting method and system based on constants and variables
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a maintenance plan adjusting method and system based on constants and variables.
Background
Linear Assets (Linear Assets) are generally considered to be Assets that have a measured start and end point and that can be maintained in segments. With the development of high density and high speed of rail transit, the safe uninterrupted operation of trains and the comfortable travel of passengers put higher requirements on the reliability and stability of rail transit infrastructure. In order to ensure that a manager effectively maintains the quality state of the rail transit linear assets and reasonably arranges maintenance and repair operations, maintenance activities of various maintenance modes of the rail transit linear assets are planned and periodically arranged according to related maintenance schedule and repair system. At present, the maintenance of linear assets on rail transit sites in China is mainly fault maintenance and periodic maintenance. In the actual implementation process, due to the interference of various random factors, the rail transit linear asset maintenance plan may be adjusted many times, and how to minimize the maintenance plan variation to ensure the guidance of the rail transit linear asset maintenance plan is another important problem faced by the manager.
Disclosure of Invention
In view of the above problems, the present invention provides a maintenance plan adjusting method based on constants and variables, the method comprising:
determining a constant and a decision variable;
establishing a rail transit linear asset gridding maintenance plan optimization adjustment model with a plan change minimum objective function according to the constant and the decision variable;
and optimizing and adjusting the model according to the linear asset gridding maintenance plan of the rail transit, and adjusting the maintenance plan.
Further, the constants include a base repair constant, a rail transit linear asset grid constant, and a rail transit linear asset repair mode constant.
Further, the base repair constants include:
SD, starting point mileage of maintenance plan;
ED, representing the end-point mileage of the maintenance plan;
DR, which represents the mileage length of the maintenance activity.
Further, the rail transit linear asset grid constants comprise:
LE, which represents the length of the rail transit linear asset grid, wherein the rail transit linear asset grid is a grid divided on a rail transit linear asset production line on the spatial dimension;
n, representing the total number of grids divided by the rail transit linear asset line;
Gi(i∈[1，2，...，N]) And indicating the ith track traffic linear asset grid, wherein i indicates the sequence number of the track traffic linear asset grid.
Further, the rail transit linear asset repair mode constants include:
m, representing the total category number of the rail transit linear asset maintenance modes;
Cj(j∈[1，2，...，M]) The method comprises the following steps of (1) representing a jth maintenance mode, wherein j represents a serial number of a rail transit linear asset maintenance mode;
Cij(i∈[1，2，...，N]，j∈[1，2，...，M]) Representing a rail transit linear asset grid GiThe jth maintenance mode of (1);
e denotes the total number of units of time within one planning cycle.
Further, the decision variable represents whether a specified grid in the rail transit linear asset grid performs a maintenance activity of a specified maintenance mode in a specified unit time, and the expression formula is as follows:
Figure BDA0003471729280000021
wherein the decision variables
Figure BDA0003471729280000022
Represents the ith track traffic linear asset grid inWhether the maintenance activity of the jth maintenance mode is executed in the e unit time or not, wherein j represents the serial number of the rail transit linear asset maintenance mode; e denotes a serial number per unit time in the planning cycle.
Further, the formula of the planned variation minimization objective function is as follows:
minA，
wherein, A represents the sum of the absolute values of the difference values of the decision variables, and the calculation formula is as follows:
Figure BDA0003471729280000023
wherein,
Figure BDA0003471729280000024
for the decision variables of the original plan,
Figure BDA0003471729280000025
for the adjusted decision variables, h indicates that the maintenance plan needs to be recompiled from the h unit time.
In another aspect, the present invention provides a maintenance plan adjustment system based on constants and variables, the system comprising:
the constant and decision variable determining module is used for determining the constant and the decision variable;
the model establishing module is used for establishing a rail transit linear asset gridding maintenance plan optimization adjustment model with constraint conditions and a plan change minimum objective function according to the constant and the decision variable;
and the maintenance plan adjusting module is used for optimizing and adjusting the model according to the linear asset gridding maintenance plan of the rail transit and adjusting the maintenance plan.
Further, the constants include a base maintenance constant, a rail transit linear asset grid constant, and a rail transit linear asset maintenance mode constant.
Further, the base maintenance constants include:
SD, starting point mileage of maintenance plan;
ED, representing the end-point mileage of the maintenance plan;
DR, which represents the mileage length of the maintenance activity.
Further, the rail transit linear asset grid constants comprise:
LE, which represents the length of the rail transit linear asset grid, wherein the rail transit linear asset grid is a grid divided on a rail transit linear asset production line on the spatial dimension;
n, representing the total number of grids divided by the rail transit linear asset line;
Gi(i∈[1，2，...，N]) And indicating the ith track traffic linear asset grid, wherein i indicates the sequence number of the track traffic linear asset grid.
Further, the rail transit linear asset repair mode constants include:
m, representing the total category number of the rail transit linear asset maintenance modes;
Cj(j∈[1，2，...，M]) The method comprises the following steps of (1) representing a jth maintenance mode, wherein j represents a serial number of a rail transit linear asset maintenance mode;
Cij(i∈[1，2，...，N]，j∈[1，2，...，M]) Representing a jth maintenance mode of the rail transit linear asset grid Gi;
e denotes the total number of units of time within one planning cycle.
The invention has the following beneficial effects:
the invention takes the rail transit linear asset space-time grid as a basic unit, discretizes the rail transit linear asset maintenance activities in space and time dimensions, thereby providing a rail transit linear asset gridding maintenance plan optimization adjustment model, more delicately defining the activity sequence constraint and the objective function of different maintenance activities of the rail transit linear asset in time and space, minimizing the change of the optimized and adjusted rail transit linear asset maintenance plan compared with the original plan, and enhancing the guidance and the practicability of the rail transit linear asset maintenance plan.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 shows a functional block diagram of a maintenance plan optimization adjustment method for rail transit linear assets according to an embodiment of the present invention.
FIG. 2 shows a schematic diagram of a rail transit spatiotemporal grid in accordance with an embodiment of the present invention.
FIG. 3 illustrates a schematic view of activity sequence constraints between rail transit linear asset repair activities in accordance with an embodiment of the present invention.
FIG. 4 is a diagram illustrating a dynamic sequence constraint based on a rail transit spatiotemporal mesh according to an embodiment of the present invention.
FIG. 5 illustrates a functional block diagram of a maintenance plan optimization adjustment system for rail transit linear assets according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
At present, manual operation (Excel table form) is mainly used for maintenance planning management of linear assets of rail transit in China, the management mode is backward, and the efficiency is low. The adjustment of the existing maintenance schedule is mainly based on the experience of a planner, and the management maintenance schedule is stored in an Excel table, so that the scientificity and visibility of the adjustment and establishment of the maintenance schedule are all to be improved.
The invention provides a method for subdividing rail transit linear asset maintenance activities in time and space dimensions according to units with equal length, and more finely defines a constraint system and an objective function of different rail transit linear asset maintenance activities.
The invention provides an optimization and adjustment method of a rail transit linear asset maintenance plan, which takes the minimum plan change as an optimization target, and reduces the influence of interference of various factors on the maintenance plan when the actual schedule deviates from the plan and a rail transit linear asset maintenance plan basic diagram needs to be recompiled, thereby ensuring the guidance of the actual maintenance activities on site.
Further, the maintenance activities of rail transit linear assets have several characteristics:
(1) the maintenance activities are continuous in the horizontal direction, such as rail large machine grinding.
(2) Maintenance activities typically extend from one end of a rail transit line to the other, such as tamping the line.
(3) The maintenance activities mainly consist of activities with repetitive characteristics, such as line screening activities which are generally performed continuously and repeatedly in a plurality of sections.
(4) In order to ensure the operation safety of the personnel on the upper road, maintenance activities are generally required to be carried out within the skylight time, such as steel rail large-machine grinding.
(5) There are sequential logical constraints on the time dimension for different modes of maintenance activities.
(6) At the same time and space mileage position, there are no multiple maintenance activities, for example, when the rail crane grinding maintenance activity is implemented, the line crane tamping maintenance activity can not be arranged at the same position at the same time.
(7) The maintenance activities are affected by various time and space factors, such as uncertainty that the activity rate is not constant value along with the time and space changes.
As shown in FIG. 1, the present invention provides a method for constant and variable based maintenance plan adjustment, the method comprising:
determining a constant and a decision variable;
establishing a rail transit linear asset gridding Maintenance plan optimization Adjustment Model (OAMMS-TG ) with a plan change minimum objective function according to constants and decision variables, wherein,
and adjusting the maintenance plan according to the model OAMMS-TG.
In the invention, a rail transit space-time grid is also established, the OAMMS-TG is also established based on the rail transit space-time grid, and the construction of a rail transit linear asset gridding maintenance plan optimization adjustment model is described in detail below.
Subdivision of rail transit linear asset maintenance activities based on spatio-temporal grids
In order to consider the influence of various factors, the rail transit linear asset maintenance activities are subdivided in the space dimension and the time dimension, and a novel rail transit linear asset gridding maintenance plan optimization adjustment model is researched and provided by combining the characteristics of the rail transit linear asset maintenance activities.
In the embodiment of the invention, the track traffic line in linear, continuous and strip-shaped layout is divided into a plurality of small sections according to a certain rule, and preferably, the line is divided into a plurality of adjacent small sections with equal length, thereby forming the track traffic grid. The rail transit space-time grid refers to a plurality of small units formed by dividing the whole life cycle process of rail transit line facilities according to a certain rule based on two dimensions of time and space. As shown in FIG. 2, the abscissa represents mileage, the ordinate represents time, and each spatiotemporal grid is represented by GijAnd i represents the ith rail transit grid, and j represents the time period of the grid. The rail transit spatiotemporal grid is a time-space based basic unit. By way of example, it is possible to provide,the rail transit space-time grid is established based on the space dimension of a rail transit line and the time dimension of maintenance of rail transit linear assets, and specifically, the rail transit space-time grid division method comprises the following steps:
(1) time grid division: according to the actual working requirements of the rail transit infrastructure management, the whole life cycle process of the rail transit infrastructure can be divided according to minutes, hours, days, weeks, months and years in the time dimension. In different application scenarios, the manager can select the size of the time grid unit according to the actual scenario requirements.
(2) Spatial grid division: as a minimum unit for segmenting linear and continuous rail transit lines in spatial dimension, the division of spatial grids should fully consider the service characteristics of maintenance activities and the field management requirements, the length of the rail transit grids is set to be 200 meters in the embodiment of the invention, and railway hectometer marks are selected as demarcation points for adjacent grids.
The rail transit linear asset maintenance activity has definite time span and mileage range information, and consumes certain time and resources in the execution process. Based on the space-time grid, the rail transit linear asset maintenance activities are divided according to smaller time units and space units, various constraints of the maintenance activities on time and space can be defined more finely, the influence of various time factors and space factors on the maintenance activities can be described more accurately, and a manager can manage the rail transit infrastructure maintenance activities under higher time and space resolution.
Constant and decision variable related to rail transit linear asset gridding maintenance activities
Further, in this embodiment, the constants are determined based on the rail transit space-time grid, and specifically, the constants include a basic maintenance constant, a rail transit linear asset grid constant, and a rail transit linear asset maintenance mode constant.
Wherein the basic maintenance constants include:
SD, starting point mileage of maintenance plan;
ED, representing the end-point mileage of the maintenance plan;
DR, representing a mileage length of the maintenance activity, which is a difference between an end mileage of the maintenance plan and a start mileage of the maintenance plan, is calculated as follows:
DR＝ED-SD；
the rail transit linear asset grid constants include:
LE, which represents the length of the rail transit linear asset grid, wherein the rail transit linear asset grid is a grid divided from a rail transit linear asset production line in the spatial dimension, and is generally 200 meters;
n, the total number of the grids divided by the rail transit linear asset line is the ratio of the mileage length of the maintenance activity to the rail transit linear asset grid length, and the calculation formula is as follows:
Figure BDA0003471729280000071
Gi(i∈[1，2，...，N]) Representing the ith track traffic linear asset grid, wherein i represents the serial number of the track traffic linear asset grid;
the track traffic linear asset maintenance mode constants include:
m, representing the total category number of the rail transit linear asset maintenance modes;
Cj(j∈[1，2，...，M]) Representing a jth maintenance mode, wherein j represents a serial number of a rail transit linear asset maintenance mode;
Cij(i∈[1，2，...，N]，j∈[1，2，...，M]) Representing a rail transit linear asset grid GiThe jth maintenance mode of (1);
e represents the total unit time in a planning period, and E represents the E-th unit time, namely E represents the serial number of the unit time in the planning period;
Babrepresenting a time constraint between a maintenance activity b and its predecessor activity a.
In this embodiment, the decision variable is determined for the specified rail transit linear asset grid based on the rail transit spatiotemporal grid, and specifically, the decision variable represents whether the specified grid in the rail transit linear asset grid performs the maintenance activity of the specified maintenance mode in the specified unit time, and the expression formula is as follows:
Figure BDA0003471729280000081
wherein the decision variables
Figure BDA0003471729280000082
And whether the ith track traffic linear asset grid executes the repair activity of the jth repair mode in the ith unit time or not is shown.
For maintenance mode CjThe optimization problem has N × E Boolean decision variables to be considered, and the maintenance mode of the whole model has M types, so that the OAMMS-TG model has M × N × E Boolean decision variables to be considered.
In this embodiment, the OAMMS-TG further relates to a decision expression, which is specifically as follows:
zijshowing grid G during a maintenance planning cycleiMaintenance mode CjThe maintenance activity of (1) is performed. z is a radical of formulaijThe element in (1) represents a mesh GiAt zijThe maintenance mode executed per unit time is CiMaintenance activities. z is a radical ofijAnd with
Figure BDA0003471729280000083
(e∈[1，2，...，E]) The functional relationship of (A) is as follows:
Figure BDA0003471729280000084
wherein,
Figure BDA0003471729280000091
show grid GiMaintenance is performed at the e unit timeIn the manner of CjMaintenance activities of, at this time, zijIf "e", Inf indicates that the element is selected as a condition.
UiShowing grid G during a maintenance planning cycleiThe past maintenance activities of all maintenance modes are performed in a set. Set UiThe number of middle elements is equal to grid GiTotal maintenance pass threshold S for all maintenance modesiM. Set UiThe elements in (1) are used
Figure BDA0003471729280000092
Denotes that M ∈ [1, 2.,. M]，
Figure BDA0003471729280000093
Representation grid GiIn the first place
Figure BDA0003471729280000094
Maintenance activities are performed per unit time.
Figure BDA0003471729280000095
And
Figure BDA0003471729280000096
j∈[1，2，...，M]) The functional relationship of (a) is as follows:
Figure BDA0003471729280000097
wherein,
Figure BDA0003471729280000098
indicating grid GiThe maintenance mode is carried out in the e unit time as CjThe maintenance activities of (a), at this time,
Figure BDA0003471729280000099
Qijrepresentation grid GiThe maintenance mode is carried out in a manner of CjThe calculation formula of the maintenance activity number of (2) is as follows:
Figure BDA00034717292800000910
Figure BDA00034717292800000911
indicates the maintenance mode is CjThe grid number of the repair activity repaired in the e unit time is calculated as follows:
Figure BDA00034717292800000912
Figure BDA00034717292800000913
the e unit time execution maintenance mode is represented as CjThe workgroup demand for the maintenance activity of (1) is calculated as follows:
Figure BDA00034717292800000914
OAMMS-TG assumes the maintenance execution mode as CjThere is one and only one workgroup for maintenance activities. If in actual problem for maintenance mode CjIf there are a plurality of work groups, the sub-problems are divided into a plurality of single work groups according to the maintenance tasks for processing.
Constraints between rail transit linear asset maintenance activities
The rail transit linear asset repair activity refers to the sum of a series of actions performed by applying technical means to investigate the rail transit linear asset state. The system is a basic management unit in the rail transit linear asset maintenance plan management, has definite time span and mileage range information, and consumes certain time and resources in the execution process of the system. A maintenance activity refers to a maintenance task that a workgroup is scheduled to perform over a span of time and miles.
Existing related research efforts lack the description and definition of constraints between rail transit linear asset repair activities. In combination with analysis of rail transit linear asset maintenance activity characteristics, the invention includes activity sequence constraints on constraints among rail transit linear asset maintenance activities, i.e., OAMMS-TG has activity sequence constraints.
Activity sequence constraints
As shown in fig. 3, rail transit linear asset repair activities have a sequential order of execution and may have certain spacing requirements depending on the requirements of the repair process. Activity B should be performed after its preamble activity a, and the minimum time interval between them must not be less than Bab。
Violation of the activity sequence constraint will result in unqualified maintenance quality and cause serious consequences such as operation accidents.
Constraint system based on rail transit space-time grid
In this embodiment, the following maintenance activity constraint system is more precisely defined based on the air grid during linear rail transit asset production:
activity sequence constraints
The activity order constraint satisfies the following condition:
a time interval between a subsequent maintenance activity and a previous maintenance activity greater than a time constraint between the subsequent maintenance activity and the previous maintenance activity; the activity order constraint is determined by the following formula:
Figure BDA0003471729280000111
where a, B represent different maintenance activities, activity B being performed after activity a, BabRepresenting a time constraint between maintenance activity b and activity a, ziaRepresenting Activity a on grid GiExecution time of zibRepresenting Activity b in grid Gi(z) execution time of (c)ib-zia) Is the time interval between the execution of two activities and therefore, as shown in figure 4, for each grid, the time to perform maintenance activity b is greater than the time to perform maintenance activity a.
Target function based on rail transit space-time grid
The objective function is an objective function with minimum plan change, wherein the minimum maintenance plan change of the rail transit linear asset means that the maintenance activities of the rail transit linear asset cannot be executed according to an original plan due to the disturbance of various random factors in the execution process, and the deviation of the adjusted maintenance plan is minimum compared with the original plan. The OAMMS-TG adopts the change quantity of space-time grids occupied by the maintenance plan before and after adjustment as an index for measuring the change degree of the maintenance plan. The closer the adjusted maintenance plan is to the original plan, the smaller the deviation is, the smaller the influence on other works is, and the more orderly the field work is.
The objective function with minimum plan change is that the sum of the absolute values of the difference values of decision variables of the rail transit time-space grid is minimum from the starting unit time of maintenance plan adjustment to the ending time of the maintenance plan.
The decision variable difference absolute value sum determination mode is as follows: determining a difference value between a decision variable after plan adjustment and an original plan value according to each maintenance mode of each rail transit time-space grid; and summing the obtained plurality of difference values.
In the actual execution process of the rail transit linear asset maintenance plan, when the actual progress deviates from the plan, in order to prevent the whole maintenance plan from being disordered, the minimum plan change is taken as an optimal target, the rail transit linear asset maintenance plan basic diagram is adjusted, and the maintenance plan is ensured to be executed orderly.
The objective formula of the objective function with minimum planning variation is as follows:
minA,
wherein, A represents the sum of the absolute values of the difference values of the decision variables, and the calculation formula is as follows:
Figure BDA0003471729280000112
wherein,
Figure BDA0003471729280000113
decision variables planned for the origin，
Figure BDA0003471729280000114
For the adjusted decision variables, h indicates that the maintenance plan needs to be recompiled from the h unit time.
In another aspect, as shown in fig. 5, an embodiment of the present invention further provides a constant and variable based maintenance plan adjustment system, the system comprising:
the constant and decision variable determining module is used for determining the constant and the decision variable according to the rail transit space-time grid;
the model establishing module is used for establishing a rail transit linear asset gridding maintenance plan optimization adjustment model with constraint conditions and a plan change minimum objective function according to the constant and the decision variable;
and the maintenance plan adjusting module is used for optimizing and adjusting the model according to the linear asset gridding maintenance plan of the rail transit and adjusting the maintenance plan.
Other functions and modes in the maintenance plan adjusting system based on the constants and the variables are consistent with other functions and implementation modes in the maintenance plan adjusting method based on the constants and the variables, and therefore, further description is omitted here.
Because the maintenance tasks in the maintenance plan of the rail transit linear asset are generally fixed, the rail transit linear asset maintenance plan is affected by various random disturbances (such as severe weather conditions) in the execution process, so that the actual maintenance schedule is inconsistent with the plan, the maintenance plan of the unexecuted part needs to be adjusted, the adjusted plan is changed to the minimum compared with the original plan while the rest maintenance tasks are completed, and the arrangement of resources such as workers, materials, machines and the like by the maintenance plan is prevented from being delayed or disturbed in advance.
In the rail transit production practice, a rail transit linear asset maintenance plan is generally manually compiled and adjusted by a manager according to experience, and optimization and plan change of the maintenance plan are difficult to ensure to be minimum. The traditional network planning method or gantt chart method is not applicable to maintenance activities for linear assets. At present, direct research on plan adjustment optimization of adjacent maintenance activities of a rail transit linear asset maintenance plan by experts and scholars at home and abroad is less, so that the maintenance plan adjustment method and the maintenance plan adjustment system based on constants and variables disclosed by the invention can ensure that the optimization and the plan change of the maintenance plan are minimum.
The invention provides subdivision of rail transit linear asset maintenance activities based on a space-time grid, and discusses a method for defining and dividing the rail transit linear asset space-time grid in detail. The rail transit linear asset space-time gridding management can more accurately describe the influence degree of each influence factor on maintenance activities, and more carefully define various constraints among the maintenance activities, so that a manager can finely manage the rail transit infrastructure maintenance activities under higher time and space resolution.
The invention establishes a rail transit linear asset gridding maintenance plan optimization adjustment model. The model takes a rail transit linear asset space-time grid as a basic unit, constructs a rail transit linear asset maintenance plan target function and a constraint system based on the space-time grid, takes the minimum plan change as an optimization target, and ensures the instructive maintenance plan; the constraint system of the rail transit linear asset gridding maintenance plan optimization adjustment model comprises activity sequence constraint, construction period constraint, space constraint, speed constraint, resource constraint and maintenance continuity constraint.
Although the present invention has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (12)

1. A method for constant and variable based maintenance plan adjustment, the method comprising:
determining a constant and a decision variable;
establishing a rail transit linear asset gridding maintenance plan optimization adjustment model with a plan change minimum objective function according to the constant and the decision variable;
and optimizing and adjusting the model according to the linear asset gridding maintenance plan of the rail transit, and adjusting the maintenance plan.
2. The method according to claim 1, wherein the constants comprise a basic maintenance constant, a rail transit linear asset grid constant, and a rail transit linear asset maintenance mode constant.
3. The method according to claim 2, wherein the basic maintenance constant comprises:
SD, starting point mileage of maintenance plan;
ED, representing the end-point mileage of the maintenance plan;
DR, which represents the mileage length of the maintenance activity.
4. A constant and variable based maintenance plan tuning method according to claim 2 or 3, wherein said rail transit linear asset grid constant comprises:
LE, which represents the length of the rail transit linear asset grid, wherein the rail transit linear asset grid is a grid divided on a rail transit linear asset production line on the spatial dimension;
n, representing the total number of grids divided by the rail transit linear asset line;
Gi(i∈[1，2，...，N]and indicating the ith track traffic linear asset grid, wherein i indicates the sequence number of the track traffic linear asset grid.
5. The constant-and-variable-based maintenance plan adjustment method according to claim 4, wherein the rail transit linear asset maintenance mode constant comprises:
m, representing the total category number of the rail transit linear asset maintenance modes;
Cj(j∈[1，2，...，M]) The method comprises the following steps of (1) representing a jth maintenance mode, wherein j represents a serial number of a rail transit linear asset maintenance mode;
Cij(i∈[1，2，...，N]，j∈[1，2，...M]) Representing a rail transit linear asset grid GiThe jth maintenance mode of (1);
e denotes the total number of units of time within one planning cycle.
6. The constant-and-variable-based maintenance plan adjusting method according to claim 5, wherein the decision variable represents whether a specified grid in the rail transit linear asset grid performs a maintenance activity of a specified maintenance mode in a specified unit time, and the formula is as follows:
Figure FDA0003471729270000021
wherein the decision variables
Figure FDA0003471729270000022
The method comprises the steps that maintenance activities of a jth maintenance mode are executed or not in the ith unit time of an ith rail transit linear asset grid, wherein j represents a serial number of the rail transit linear asset maintenance mode; e denotes a serial number per unit time in the planning cycle.
7. A method for constant and variable based maintenance scheduling adjustment according to claim 6, wherein the formula of the schedule variation minimization objective function is as follows:
minA,
wherein, A represents the sum of the absolute values of the difference values of the decision variables, and the calculation formula is as follows:
Figure FDA0003471729270000023
wherein,
Figure FDA0003471729270000024
for the decision variables of the original plan,
Figure FDA0003471729270000025
for the adjusted decision variables, h indicates that the maintenance plan needs to be recompiled from the h unit time.
8. A constant and variable based maintenance plan adjustment system, the system comprising:
the constant and decision variable determining module is used for determining the constant and the decision variable;
the model establishing module is used for establishing a rail transit linear asset gridding maintenance plan optimization adjustment model with constraint conditions and a plan change minimum objective function according to the constant and the decision variable;
and the maintenance plan adjusting module is used for optimizing and adjusting the model according to the linear asset gridding maintenance plan of the rail transit and adjusting the maintenance plan.
9. The system according to claim 8, wherein the constants comprise a base maintenance constant, a rail transit linear asset grid constant, and a rail transit linear asset maintenance mode constant.
10. The constant-and-variable-based maintenance plan adjustment system of claim 9, wherein the base maintenance constants comprise:
SD, starting point mileage of maintenance plan;
ED, representing the end-point mileage of the maintenance plan;
DR, which represents the mileage length of the maintenance activity.
11. A constant-and-variable-based maintenance plan adjustment system according to claim 9 or 10, wherein the rail transit linear asset grid constant comprises:
LE, which represents the length of the rail transit linear asset grid, wherein the rail transit linear asset grid is a grid divided on a rail transit linear asset production line on the spatial dimension;
n, representing the total number of grids divided by the rail transit linear asset line;
Gi(i∈[1，2，...，N]and indicating the ith track traffic linear asset grid, wherein i indicates the sequence number of the track traffic linear asset grid.
12. The constant-and-variable-based maintenance plan adjustment system of claim 11, wherein the rail transit linear asset maintenance mode constants comprise:
m, representing the total category number of the rail transit linear asset maintenance modes;
cj(j∈[1，2，...，M]) The method comprises the following steps of (1) representing a jth maintenance mode, wherein j represents a serial number of a rail transit linear asset maintenance mode;
cij(i∈[1，2，...，N]，j∈[1，2，...，M]representing a rail transit linear asset grid GiThe jth maintenance mode of (1);
e denotes the total number of units of time within one planning cycle.
CN202210044827.7A 2022-01-14 2022-01-14 Maintenance plan adjusting method and system based on constants and variables Pending CN114548499A (en)

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