CN114548503A

CN114548503A - Checking method and system based on balance and adjustability

Info

Publication number: CN114548503A
Application number: CN202210044966.XA
Authority: CN
Inventors: 李擎; 刘岭; 王舟帆; 王�琦; 刘军
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2022-01-14
Filing date: 2022-01-14
Publication date: 2022-05-27

Abstract

The invention provides a checking method based on balance and adjustability, which comprises the following steps: establishing a rail transit time-space grid based on the rail transit line space dimension and the time dimension of rail transit linear asset inspection; determining a rail transit linear asset gridding inspection plan optimization formulation model based on a rail transit space-time grid, comprising the following steps of: determining a decision variable based on the rail transit spatiotemporal grid, wherein the decision variable is used for representing the execution condition of a specified checking activity in the spatiotemporal grid; determining an equilibrium objective function based on a rail transit space-time grid and a decision variable; determining an adjustability objective function based on a rail transit space-time grid and a decision variable; weighting and summing the balance objective function and the adjustable objective function to determine an optimal objective function of the rail transit linear asset gridding inspection plan optimization compilation model; and determining an optimal inspection plan according to the rail transit linear asset gridding inspection plan optimization compilation model. Scientific and efficient examination plan determination is realized.

Description

Checking method and system based on balance and adjustability

Technical Field

The invention belongs to the technical field of rail transit, and particularly relates to a method and a system for checking based on balance and adjustability.

Background

Linear Assets (linear Assets) are Assets that have a start point and an end point of measurement and can be maintained in segments. IBM corporation defines a line asset as a piece-wise maintained asset along which measurements may be made to specify work, monitoring, metering, mark location, etc. For a line asset, its length plays a critical role in maintenance. For example, the equipment such as rails, roadbeds, overhead lines, tunnels, bridges and the like in the rail transit infrastructure belong to linear assets, have the characteristics of linear, continuous, strip-shaped layout and the like in spatial distribution, are organized and arranged in a relatively narrow and strip-shaped space, and are easily influenced by various time factors and space factors.

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 can timely sense the quality state of the linear asset of the rail transit and effectively arrange maintenance and repair operation, railway facilities are maintained according to relevant regulations, and the inspection activities of various inspection modes of the linear asset of the rail transit are planned and arranged periodically.

At present, domestic and foreign experts and scholars have less direct research on the optimization of time interval balance and adjustability of adjacent inspection activities of rail transit linear asset inspection plans. At present, aiming at the problem of optimizing and compiling a traffic infrastructure inspection plan, relevant researches of experts and scholars at home and abroad mainly focus on the following two aspects.

The optimization selection of the traffic infrastructure inspection mode is based on the targets of safety, cost and the like. This type of research assumes that the traffic infrastructure takes a periodic inspection strategy, where each inspection can be performed in one of a number of different inspection modes, but not in multiple inspection modes simultaneously.

And secondly, with safety, cost and the like as optimization targets, the inspection times of the same inspection mode and the time interval between two adjacent inspections of the traffic infrastructure in a certain planning period are determined in an optimized mode. Such studies neglect the effect of other inspection modalities of the traffic infrastructure on the time interval between two adjacent inspections of the investigated inspection modality.

The direct research of experts and scholars at home and abroad on the inspection plan optimization compilation of various inspection modes of the traffic infrastructure with fixed inspection tasks and inspection frequency is less.

Due to the requirements of high reliability and high stability of the rail transit infrastructure, in order to ensure that a manager can timely sense the quality state of the rail transit linear assets, the inspection activities of various inspection modes of the equipment should be planned and arranged periodically according to relevant repair rules. Therefore, the research results in the first category cannot be directly used for solving the problem of optimizing and compiling the inspection plan of the rail transit linear asset in various inspection modes with fixed inspection tasks and inspection frequency.

The frequency of various inspection modes of the linear assets of the rail transit is high, the inspection items of different inspection modes overlap, such as rail inspection vehicle inspection, rail inspection instrument inspection and portable plating instrument inspection are all used for investigating the smoothness of the geometry of the rail, and rail flaw detection vehicle inspection, rail flaw detector inspection and manual inspection are all used for investigating the damage condition of the rail. This causes the two adjacent inspection intervals of different inspection methods to be mutually influenced. Therefore, the related research results of the second category cannot be directly used for optimizing the inspection plan for compiling a plurality of inspection modes of the rail transit linear assets.

In the rail transit production practice, a rail transit linear asset inspection plan is generally manually compiled by a manager according to experience, and the balance and the adjustability of the inspection plan are difficult to ensure. The traditional network planning method or gantt chart method is not applicable to inspection activities of line-like assets.

How to scientifically and efficiently compile the inspection plan of various inspection modes of the linear assets of the rail transit and reasonably distribute inspection resources is a problem to be solved urgently in the technical field of the rail transit.

Disclosure of Invention

In view of the above problems, the present invention provides a method for checking based on equalization and adjustability, comprising:

establishing a rail transit time-space grid based on the rail transit line space dimension and the time dimension of rail transit linear asset inspection;

determining a rail transit linear asset gridding inspection plan optimization compilation model based on a rail transit space-time grid, comprising the following steps of:

determining a decision variable based on the rail transit spatiotemporal grid, wherein the decision variable is used for representing the execution condition of a specified checking activity in the spatiotemporal grid;

determining an equilibrium objective function based on a rail transit space-time grid and a decision variable;

determining an adjustability objective function based on a rail transit space-time grid and a decision variable;

weighting and summing the balance objective function and the adjustability objective function to determine an optimal objective function of the rail transit linear asset gridding inspection plan optimization compilation model;

and determining an optimal inspection plan according to the rail transit linear asset gridding inspection plan optimization compilation model.

Further, the establishing the rail transit spatiotemporal grid comprises:

on the spatial dimension, dividing the rail transit line into a plurality of rail transit linear asset grids;

on the time dimension, dividing the whole inspection planning cycle process into a plurality of unit times;

and forming a track traffic space-time grid according to the track traffic linear asset grid and the unit time.

Further, determining the decision variable comprises:

and determining whether to execute an inspection activity of a specified inspection mode in a specified unit time for the specified rail transit linear asset grid based on the rail transit spatiotemporal grid.

Further, the rail transit spatiotemporal grid and inspection activities are represented by:

n represents the total number of grids divided by the linear asset line of the rail transit;

G_i(i∈[1，2，...，N]) Representing the ith rail transit linear asset grid;

m represents the total category number of the linear asset inspection modes of the rail transit;

C_j(j∈[1，2，...，M]) The j-th type checking mode is shown;

C_ij(i∈[1，2，...，N]，j∈[1，2，...，M]) Representing rail transit linear asset grid G_iThe jth type inspection mode of (1);

e represents the total number of unit times in one planning cycle, and E represents the E-th unit time.

Further, the decision variable formula is:

wherein i represents the serial number of the linear asset grid of the rail transit; j represents a serial number of a rail transit linear asset inspection mode; e represents the serial number of the unit time in the planning period; decision variables

And the examination activity of the jth examination mode is represented whether the ith track traffic linear asset grid executes the jth examination activity in the ith unit time.

Further, determining an equality objective function based on the rail transit spatiotemporal grid and the decision variables comprises:

determining the time entropy of each rail transit linear asset grid based on decision variables, wherein the time entropy of each rail transit linear asset grid is the information entropy of unit time distribution of the inspection activities on the rail transit linear asset grid;

determining the time entropy of the rail transit space-time grid according to the time entropy of each rail transit linear asset grid;

and determining a balance objective function according to the time entropy of the rail transit space-time grid.

Further, the equalization objective function is:

the ratio of the time entropy of the rail transit space-time grid to the ideal maximum time entropy of the rail transit linear asset grid is maximum;

the ideal maximum time entropy is the time entropy of the rail transit space-time grid when all the inspection activities on all the rail transit linear asset grids are distributed at equal intervals.

Further, the time entropy of each rail transit linear asset grid is determined based on the decision variables, and the equilibrium objective function is determined based on the time entropy of the rail transit linear asset grid, wherein the time entropy calculation mode of the rail transit linear asset grid is as follows:

TH_ifor rail transit linear asset grid G_iThe temporal entropy of (a) is determined,

representing rail transit linear asset grid G_iThe time interval between the (n + 1) th examination activity and the (n) th examination activity,

and

respectively representing linear asset grids G of rail transit_iIn the first place

Is first and second

The checking activity is performed per unit time, and at this time,

S_ifor rail transit linear asset grid G_iThe total number of passes threshold for all modes of inspection,

is a set U_iIs an element in (1), n belongs to [1, 2_i-1]。

Further, the equalization objective function is:

max THR (22), wherein,

further, determining an adjustability objective function based on the rail transit spatiotemporal grid and the decision variables comprises:

determining the minimum time interval of two adjacent inspection activities of each rail transit linear asset grid based on the decision variables;

an adjustability objective function is determined based on the minimum time interval.

Further, the determining an adjustability objective function according to a minimum time interval comprises:

and taking the ratio of the minimum time interval to the total time unit as an adjustability index, wherein the adjustability target function is the maximum function of the adjustability index.

Further, an adjustable objective function is determined based on the decision variables, and the calculation method is as follows:

max R (24)

wherein,

wherein,

and

Is first and second

Each unit time performs checkIn the moving, at this time,

is a set U_iIs an element in (1), n belongs to [1, 2_i-1]。

The invention provides an inspection system based on balance and adjustability, comprising:

the time-space grid determining module is used for establishing a rail transit time-space grid based on the rail transit line space dimension and the time dimension of rail transit linear asset inspection;

the model determination module is used for determining a rail transit linear asset gridding inspection plan optimization compilation model based on a rail transit space-time grid, and comprises the following steps:

and the inspection plan determining module is used for determining an optimal inspection plan according to the rail transit linear asset gridding inspection plan optimization compilation model.

The invention provides a checking system based on balance and adjustability, which comprises at least one processor and at least one memory;

the memory stores a computer program for performing the above method, and the processor calls the computer program in the memory to perform the above method.

The method and the system for checking based on the balance and the adjustability have important significance for timely mastering the health state of the linear assets of the rail transit and reasonably arranging maintenance and repair operation of the linear assets of the rail transit. The invention provides a rail transit linear asset inspection plan optimization compilation model, which subdivides rail transit linear asset inspection activities in time and space dimensions according to units with specified lengths, more carefully defines various constraints and objective functions of different rail transit linear asset inspection activities in time and space, and takes the balance and adjustability of a rail transit linear asset inspection plan into consideration by the objective functions. Based on the maximum entropy criterion, the equilibrium of the distribution of the check plan in the time dimension is measured by using entropy.

The method can be used for scientifically compiling the inspection plan of the rail transit linear asset in various inspection modes, reasonably distributing inspection resources, avoiding the rail transit linear asset from being not inspected in a longer time span and avoiding the problem of being inspected for many times in a shorter time span.

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.

Drawings

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 those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a diagram illustrating inspection activity adjacency inspection time intervals for different inspection modes according to an embodiment of the present invention;

FIG. 2 is a flow diagram of another equalization and scalability-based inspection method according to an embodiment of the invention;

FIG. 3 illustrates a track traffic linear asset inspection activity time constraint diagram according to an embodiment of the invention;

FIG. 4 illustrates a track traffic linear asset inspection activity schedule constraint diagram according to an embodiment of the invention;

FIG. 5 illustrates a rail transit linear asset inspection activity space constraint diagram according to an embodiment of the invention;

FIG. 6 illustrates a track traffic linear asset inspection activity rate constraint diagram according to an embodiment of the invention;

FIG. 7 illustrates a track traffic linear asset inspection activity resource constraint diagram according to an embodiment of the invention;

FIG. 8 illustrates a track traffic linear asset inspection activity inspection continuity constraint diagram in accordance with an embodiment of the present invention;

FIG. 9 illustrates a schematic diagram of a railway spatiotemporal grid in accordance with an embodiment of the present invention;

FIG. 10(a) illustrates a spatiotemporal grid-based rail transit linear asset inspection activity diagram according to an embodiment of the present invention;

FIG. 10(b) is a diagram illustrating spatiotemporal constraints for two activities adjacent to a spatiotemporal grid-based linear asset of rail transit in accordance with an embodiment of the present invention;

FIG. 11 illustrates decision variables in the model OISM-TG according to an embodiment of the present invention

A schematic diagram;

FIG. 12 is a diagram illustrating temporal constraints based on a rail transit spatiotemporal grid in accordance with an embodiment of the present invention;

FIG. 13 illustrates a schedule constraint diagram based on a rail transit spatiotemporal grid in accordance with an embodiment of the present invention;

FIG. 14 illustrates a spatial constraint diagram based on a rail transit spatiotemporal mesh, according to an embodiment of the present invention;

FIG. 15 is a diagram illustrating velocity constraints based on a rail transit spatiotemporal grid in accordance with an embodiment of the present invention;

FIG. 16 is a schematic diagram illustrating resource constraints based on a rail transit spatiotemporal grid in accordance with an embodiment of the present invention;

FIG. 17 is a diagram illustrating a continuity constraint based on a rail transit spatiotemporal mesh in accordance with an embodiment of the present invention;

FIG. 18 shows a 2016 actual track inspection plan view of the Lanzhou, Bureau of railroads, Gayuguan, Orchidacine downlink, according to an embodiment of the invention;

FIG. 19 shows a plan view of a new down-track inspection line in the Caryugate line workshop, Lanzhou, Branch, at 2016, and compiled by model OISM-TG, according to an embodiment of the present invention;

FIG. 20 is a block diagram of an inspection system based on equalization and adjustability, according to an embodiment of the present invention;

fig. 21 is a schematic diagram of another exemplary equalization and adjustability-based inspection system, 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 derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The inspection task and the inspection frequency in the rail transit linear asset inspection plan are generally fixed, and the most important challenge in the compilation of the rail transit linear asset inspection plan is to realize the optimization of the balance and the overall adjustability of the time intervals of adjacent inspection activities in the inspection plan. Equality of adjacent inspection activity time intervals of the inspection plan means notThe time intervals between the activities should be as uniform as possible, as shown in FIG. 1, T_j、T_j+1、T_j+2、T_j+3And T_j+4Equal as much as possible, so as to avoid that the linear rail transit assets are not inspected in a longer time span, but are inspected for multiple times in a shorter time span. In fig. 1 the abscissa indicates mileage, the ordinate indicates time, and the different shaped lines indicate different examination activities. The adjustability of the inspection plan refers to the ability of the inspection plan to reduce the influence of various random disturbances (such as severe weather conditions) during the execution process, and the min (T) is the minimum time (T) under the premise of meeting the inspection requirements_j,T_j+1,T_j+2,T_j+3,T_j+4) The checking plan is as large as possible, so that the checking plan has larger time change elasticity, and the delay of the checking activity or the disorder of the arrangement of the checking plan on resources such as workers, materials, machines and the like is avoided.

Although the rail transit linear asset inspection modes have more types and different inspection principles, the rail transit linear asset inspection activities have the following characteristics in general.

(1) The rail transit linear asset inspection activities have continuity in the horizontal direction; track traffic linear asset inspection activities typically extend from one end of a line segment to the other; the rail transit linear asset inspection activity is primarily composed of activities with repetitive features. If the locomotive inspection activities are continuously and repeatedly carried out in a plurality of line sections, the locomotive inspection activities continuously progress forward on mileage positions while consuming time.

(2) The inspection items of different inspection modes are overlapped, for example, the inspection items of rail inspection vehicle inspection and rail inspection instrument inspection all contain height, rail direction, rail distance, level and triangular pits, and the rail flaw detection vehicle, the rail flaw detector and manual inspection all inspect the rail flaw condition.

(3) In order to ensure the operation safety of the upper-track personnel, the inspection activities of certain inspection modes need to be executed within the skylight time, such as rail inspection instrument inspection and rail flaw detector inspection; meanwhile, the condition that the inspection activities of some inspection modes do not need to be arranged in the skylight time, such as rail car inspection, dynamic inspection car inspection and rail flaw detection car inspection, also exists.

(4) The logical constraint of the sequence of the checking activities of different checking modes does not exist in the time dimension, namely the sequence of the checking activities of different checking modes in time does not influence the perception of the track state.

(5) At the same time and space mileage position, there are no multiple inspection activities, for example, when the rail flaw detector inspection activities are implemented, the rail flaw detector inspection activities cannot be arranged at the same position at the same time.

(6) The inspection activity is influenced by various time and space factors, and the frequency of the inspection activity is increased if the quality of equipment has a line section with higher risk hidden danger; the inspection rate is affected by various temporal and spatial factors and has uncertainty.

In the embodiment of the invention, the rail transit linear asset inspection refers to the sum of a series of actions performed by applying technical means to survey the state of the rail transit linear asset. The rail transit linear asset inspection has definite time span and mileage range information, and certain time and resources are consumed in the execution process of the rail transit linear asset inspection. An inspection activity refers to an inspection task that a workgroup is scheduled to perform over a span of time, a range of miles.

As shown in fig. 2, the checking method based on the equality and the adjustability includes:

weighting and summing the balance objective function and the adjustable objective function to determine an optimal objective function of the rail transit linear asset gridding inspection plan optimization compilation model;

In combination with analysis of rail transit linear asset inspection activity characteristics, the embodiment of the invention also considers the constraints among rail transit linear asset inspection activities to be divided into time constraints, construction period constraints, space constraints, rate constraints, resource constraints, inspection continuity constraints and the like.

(1) Time constraints

As shown in FIG. 3, the time interval T of two adjacent inspections of the same inspection mode of the same rail transit linear asset_jShould satisfy the minimum time constraint, the maximum time constraint, T_j≥minT_j，T_j≤maxT_j，maxT_jDenotes the maximum time constraint threshold, minT_jRepresents a minimum time constraint threshold, the size of which is determined by the frequency of checks of the different modes of check specified in the repair rules. In the figure, the abscissa represents the route mileage, the ordinate represents the time, and the lines of different shapes represent the examination activities in different examination modes.

Violating the maximum time constraint will result in that the manager cannot find the quality problem of the rail transit linear asset in time, and violating the minimum time constraint will result in the waste of the inspection resource.

(2) Construction period constraint

The rail transit linear asset inspection activity needs to be performed within a specified time period according to the relevant repair rules. When a manager prepares an inspection plan, due to interference of various random factors, some rail transit linear assets may not be organized and arranged with corresponding inspection activities, namely, missed inspection, within a specified time period. As shown in fig. 4, mileage d_i> 0, mileage d_i+1> 0, violating the project time constraint. The length of the construction period is determined by the inspection frequency of different inspection modes, for example, the normal line inspection frequency of the general speed railway track inspection instrument is 1 time/month, and the corresponding construction period is 1 month. The abscissa of the graph represents the route mileage, the ordinate represents the time, and the broken line represents the expiration date of the examination plan.

Violating the construction period constraint, the rail transit linear assets which are not at risk originally are likely to develop risk hidden danger, and the original low risk is likely to develop into high risk.

(3) Space constraint

Minimum distance constraint and minimum time constraint exist between every two different examination activities. Checking that the time of the activity satisfies T_j≥minT_j，T_j+1≥minT_j+1(ii) a Checking that the distance of the movement satisfies d_i≥mind_i，d_i+1≥mind_i+1As shown in fig. 5. mind_i、mind_i+1Represents the minimum distance constraint threshold, minT_j、minT_j+1A minimum time constraint threshold is indicated, which is set to ensure that different inspection activities do not interfere or conflict with each other during execution. In the figure, the abscissa represents the route mileage, the ordinate represents the time, and different shapes of examination activities represent different examination modes.

If the above constraints are violated, a space-time conflict is generated between the checking activities, and the efficiency and safety of the checking activities are affected.

(4) Rate constraints

The speed of the linear asset inspection activity of the rail transit is uncertain due to various time and space factors, but the minimum speed constraint, the maximum speed constraint and the minv are met_j≤v_j≤maxv_j，minv_j+1≤v_j+1≤maxv_j+1As shown in fig. 6. min v_j、min v_j+1The representation represents the activity minimum rate constraint threshold, max v_j、max v_j+1Representing a maximum rate constraint threshold min v_jAnd max v_jFor indicating the range of rate variation in the case of start time determination, min v_j+1And max v_j+1This is used to indicate the rate fluctuation range in the case of end time determination. The threshold value is generally determined by technical parameters of a detection instrument or device, for example, the track detection instrument usually has a traveling speed of 3-4 km/h, and the fastest speed should not be greater than 8 km/h. The abscissa of the graph represents the route mileage, the ordinate represents the time, and the broken line represents the expiration date of the examination plan.

The maximum rate constraint is met, the inspection quality is guaranteed, and false detection and missing detection are prevented; a minimum rate constraint is satisfied for ensuring efficiency of the inspection activity.

(5) Resource constraints

The resource usage amount that can be occupied in the rail transit linear asset inspection process is often limited, and in order to ensure the smooth proceeding of the inspection activities, the number of the inspection activities organized and arranged at the same time should be less than or equal to the number of working groups (i.e. the resource usage amount), as shown in fig. 7. The workgroup is a basic unit for checking activities, which is composed of mechanical equipment, personnel and related auxiliary production data, represents a certain resource allocation and corresponds to a certain checking efficiency. In the figure, the abscissa represents time, the ordinate represents the number of work groups, the broken line represents the threshold of the resource usage, and the size of the threshold is represented by RC.

Meeting the resource constraints is a basic guarantee of the feasibility of the inspection plan, which directly results in the inability to organize and schedule the inspection activities if the amount of resources used by the inspection activities exceeds the amount of available resources.

(6) Checking continuity constraints

The linear asset inspection activity of rail transit has the characteristics of linearity, continuity, repetition and the like, and is organized and arranged as a complete whole in a unit time WT, and the continuous and uninterrupted execution of the linear asset inspection activity is ensured_j＝0，d _i0 as shown in fig. 8. In the figure, the abscissa represents the route mileage, the ordinate represents the time, and two horizontal broken lines represent the start time and the end time of a unit time, respectively.

If the above constraints are violated, the checking activity is discontinuous or discontinuous, which causes waste of resources and loss of checking efficiency, and increases management cost.

The embodiment of the invention takes a space-Time grid of rail transit linear asset Inspection as a basic unit, discretizes rail transit linear asset Inspection activities in space and Time dimensions, provides an optimized compilation Model (Optimal Inspection Scheduling Model for Time-location Grids, OISM-TG) of rail transit linear asset gridding Inspection plans, more finely defines various constraints and objective functions of different Inspection activities of rail transit linear assets in Time and space, optimizes the balance and adjustability of the compiled rail transit linear asset Inspection plans, and enhances the practicability of the rail transit linear asset Inspection plans.

The following describes in detail the construction of a rail transit linear asset gridding inspection plan optimization compilation model.

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 to form a track traffic grid. Without loss of generality, the line is divided into several small segments of adjacent equal length. 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. 9, the abscissa represents mileage, the ordinate represents time, and each spatiotemporal grid is represented by G_ijAnd 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. Illustratively, the rail transit spatiotemporal meshing method is as follows.

(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 inspection 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 inspection 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 inspection activities are divided into smaller time units and space units, so that various constraints of the inspection activities on time and space can be defined more precisely, the influence of various time factors and space factors on the inspection activities can be described more accurately, and a manager can manage the rail transit infrastructure inspection activities under higher time and space resolution, as shown in fig. 10(a) and 10 (b). The abscissa in the figure represents the route mileage, the ordinate represents the time of execution of the activity, and the broken line represents the inspection activity of the rail transit infrastructure. In fig. 10(b), the size of the angle between the broken line and the abscissa indicates how fast the activity is executed, and smaller angles indicate faster execution rate of the corresponding activity. The shaded portion in fig. 10(b) represents the space-time constraint existing between any mile point at any time during the whole process of executing two adjacent activities.

The track traffic linear asset inspection activities may be delayed or temporarily cancelled due to various temporal and spatial factors (such as bad weather), and the track traffic linear asset inspection plan may be adjusted multiple times during actual execution. Therefore, the embodiment of the invention provides a concept of a track traffic linear asset inspection plan basic diagram in a summary manner, wherein the track traffic linear asset inspection plan basic diagram is a graphical representation of inspection activity time and space relation by using a coordinate principle and is used for describing information such as start time, end time, start mileage, end mileage, sequence of occupied intervals of different inspection activities, time length of the occupied intervals of the inspection activities and the like of track traffic linear assets.

In the actual execution process of the rail transit linear asset inspection plan, when the actual progress deviates from the plan, in order to prevent the whole inspection plan from being disordered, the basic diagram of the rail transit linear asset inspection plan is adjusted by taking the minimum plan change as an optimal target, and the inspection plan is ensured to be executed orderly.

In order to consider the influence of various factors, the embodiment of the invention subdivides rail transit linear asset inspection activities in space and time dimensions, provides OISM-TG by combining the characteristics of the rail transit linear asset inspection activities, more delicately defines various constraints and objective functions of different rail transit linear asset inspection activities in time and space, optimizes the balance and/or adjustability of the compiled rail transit linear asset inspection plan, and enhances the practicability of the rail transit linear asset inspection plan. The OISM-TG contains at least an objective function and may also contain constraints. Wherein the objective function is the minimum of plan variation; the constraint system includes time constraints, time limit constraints, space constraints, rate constraints, resource constraints, check continuity constraints, and the like.

The following exemplarily describes the construction of the OISM-TG model, and the detailed implementation process of the embodiments of the aspects of the present equalization and adjustability-based checking method can be known from the construction process of the OISM-TG model.

The model OISM-TG involves the following constants:

SD represents the starting mileage of the inspection plan;

ED represents the end-point mileage of the inspection plan;

DR represents the mileage length of the examination activity, which is calculated in equation (1);

DR＝ED-SD (1)

LE represents the length of the rail transit linear asset grid, typically 200 meters;

the rail transit spatiotemporal grid and the inspection activities are represented in the following ways (the representation symbols are not limited by the embodiment of the invention, and other variables or symbols can be replaced by the embodiment of the invention):

n represents the total number of grids divided by the linear asset line of the rail transit, and the calculation is shown in formula (2);

G_i(i∈[1，2，...，N]) Representing the ith rail transit linear asset grid; i represents the serial number of the linear asset grid of the rail transit;

C_j(j∈[1，2，...，M]) Is shown asA class j inspection mode; j represents a serial number of a rail transit linear asset inspection mode;

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;

S_ijshowing the rail transit linear asset grid G in one planning cycle_iInspection method C_jThe inspection pass threshold value of (2) is influenced by various time and space factors, so that the inspection frequency of the same inspection mode of different rail transit linear asset grids can be different;

S_ishowing the rail transit linear asset grid G in one planning cycle_iThe total inspection pass threshold of all inspection modes is calculated according to the formula:

min T_ijshowing the rail transit linear asset grid G in one planning cycle_iInspection method C_jA minimum check interval threshold of;

max T_ijshowing the rail transit linear asset grid G in one planning cycle_iInspection method C_jA maximum check interval threshold of;

indicates the inspection mode C per unit time_jA maximum check grid number threshold of (a);

min L_jindicates the inspection mode C per unit time_jA minimum check grid number threshold of;

RC_jdenotes the execution of the inspection mode as C_jChecking the number of active work groups;

RC represents the total number of work groups performing the checking activity.

The OISM-TG model relates to decision variables, and in the embodiment of the invention, the decision variables are variables for determining whether to execute the inspection activities of a designated inspection mode in a designated unit time aiming at the designated rail transit linear asset grid based on the rail transit spatiotemporal grid.

The decision variable of the model OISM-TG is

The variable represents a rail transit linear asset grid G_iWhether the check is performed at the e-th unit time is C_jThe examination activities of (1) are performed,

see equation (4).

Representing rail transit linear asset grid G_iThe mode of executing the check in the e unit time is C_jThe examination activities of (1) are performed,

representing rail transit linear asset grid G_iThe mode of not executing the check in the e unit time is C_jThe checking activity of (1).

For inspection mode C_jThe optimization problem has N × E boolean decision variables to be considered, as shown in fig. 11. The whole model checking mode has M types, so that the model OISM-TG has M multiplied by N multiplied by E Boolean decision variables to be considered. The embodiment of the invention adopts the Boolean numerical value as the decision variable value, the operation speed is high, and the value is not easy to make mistakes. However, the embodiment of the present invention does not limit the manner of taking the decision variable, and in another embodiment, types such as integers may be used, so that the value is not limited to 0 and 1, as long as the value can be used for calculating the change of the inspection plan.

And determining a decision expression according to the decision variables, wherein the decision expression related to the model OISM-TG is as follows. Decision expressions can be used to construct constraints.

Z_ijShowing grid G during an inspection planning cycle_iInspection method C_jThe history of (2) checking the set of activity execution times. Set Z_ijThe number of middle elements is equal to grid G_iInspection method C_jIs checked by the number of passes threshold S_ij. Set Z_ijWherein the element is Z_ijDenotes that n ∈ [1, 2.,. S ]_ij]，

Representation grid G_iIn the first place

The checking mode executed per unit time is C_jThe checking activity of (1).

And

the functional relationship of (c) is shown in equation (5).

Show grid G_iThe checking mode is executed in the e unit time as C_jThe examination activity of (a), at this time,

wherein Inf represents that elements meeting the conditions are selected.

U_iShowing grid G during an inspection planning cycle_iHistorical examination of all examination modesThe set of activity execution times. Set U_iThe number of middle elements is equal to grid G_iTotal number of passes threshold S for all inspection modes_i. Set U_iThe elements in (1) are used

Denotes n ∈ [1, 2.,. Si ]]，

Representation grid G_iIn the first place

The checking activity is performed per unit time.

And

the functional relationship of (c) is shown in equation (6).

Q_ijrepresentation grid G_iThe inspection is performed in a manner of C_jSee equation (7).

The inspection method is represented by C_jThe number of grids checked at the e unit time is calculated in formula (8).

The e unit time execution check mode is C_jSee equation (9) for the active workgroup demand. The model OISM-TG assumes the execution of the checking mode as C_jHas one and only one work group. If in fact problem with inspection mode C_jIf there are a plurality of work groups, the sub-problems are divided into a plurality of single work groups according to the inspection tasks.

And determining an objective function based on a space-time grid, wherein the objective function of the OISM-TG model comprises an equilibrium objective function and/or an adjustable objective function.

Equality objective function

In the embodiment of the invention, the OISM-TG model utilizes an entropy theory to construct an index for measuring the balance of the rail transit linear asset inspection plan in a time dimension, and the index is called as time entropy. A larger temporal entropy indicates a more uniform examination plan in the temporal dimension.

"Information Entropy" (Information Entropy) or so-called "Shannon Entropy" (Shannon Entropy) was first proposed by Claude Elwood Shannon in 1948 to measure the uncertainty of Information. When the states or results of the events are all known, the information entropy H is equal to 0; when the more possible states or results of an event, it is notThe greater the certainty, the greater H. The information entropy H is mathematically abstracted that there are n possible outcomes X for an event_i(i∈[1，2，...，n]) The probability of each occurrence is p_iThe information entropy H for measuring the uncertainty of the event is calculated in formula (10).

p_i≥0，i∈[1，2，...，n] (12)

Based on the maximum entropy criterion, when p_iWhen (i ═ 1, 2, 3.., n) satisfies the condition of the following formula (13), H in the formula (10) has a maximum value. The degree to which the set of data deviates from the mean value is greater when the entropy is smaller; when the entropy is larger, the data is more concentrated near the mean value, and the data distribution is more balanced; when a set of data is completely equal, the value of entropy reaches a maximum.

In the embodiment of the invention, the method for determining the equilibrium objective function of the model OISM-TG based on the rail transit space-time grid and the decision variables comprises the following steps: determining the time entropy of each rail transit linear asset grid based on decision variables, wherein the time entropy of each rail transit linear asset grid is the information entropy of unit time distribution of the inspection activities on the rail transit linear asset grid; determining the time entropy of the rail transit space-time grid according to the time entropy of each rail transit linear asset grid; and determining a balance objective function according to the time entropy of the rail transit space-time grid. The target function is that the ratio of the time entropy of the rail transit space-time grid to the time entropy of the ideal maximum value of the rail transit linear asset grid is maximum. The ideal maximum time entropy is the time entropy of the rail transit space-time grid when all the inspection activities on all the rail transit linear asset grids are distributed at equal intervals.

In particular, the model OISM-TG employs a time interval of two consecutive checking activities

Event outcome probability defined as the ratio of the sum of interval units of time over the planning period

Substitution of variable p in equation (10)_iThe entropy is redefined. In the embodiment of the present invention, the sum of the interval unit times is set to E-1. This entropy is called the grid G_iTemporal entropy of (TH)_iAs a metric grid G_iThe balance index of the activity time interval is checked in two adjacent times in a planning cycle, see equation (14). Temporal entropy TH_iThe larger the value, the more balanced the time interval between two adjacent examination activities in the examination plan is.

Representation grid G_iThe time interval between the (n + 1) th examination activity and the (n) th examination activity, see equation (15), n and n +1 representing the grid G_iThe next two checks of the activity sequence number.

Represent

The ratio to the total number of unit times E-1 in the planning period is shown in equation (16). Wherein i belongs to [1, 2]，n∈[1，2，...，S_i-1]. By definition of E-1

The reason for (a) is that the grid G_iAll S' S in the planning cycle_i-1 time interval

The sum of the two is less than or equal to E-1.

From the maximum entropy criterion, grid G_iTemporal entropy of (TH)_iWhen the maximum value is taken out of the range,

equal two by two. I.e. time entropy TH within a planning period_iThe larger the value of (A), the grid G_iThe closer the time intervals of two adjacent examination activities are, the closer the grid G is constructed_iThe higher the balance of the inspection plan.

The time entropy of the rail transit linear asset space-time grid is denoted by TH, and is used for measuring the rail transit linear asset space-time grid, namely all grids check the equilibrium of the plan in one planning period, and the calculation is shown as formula (18).

When the time entropy TH of the whole rail transit linear asset is maximum, the grid G_i(i∈[1，2，...，N]Temporal entropy of (TH)_iThe method reaches the maximum value, and the balance degree of the inspection plan of each grid in the whole rail transit linear asset is the highest.

According to the maximum entropy criterion, the task constraint is not consideredUnder the condition, grid G_iTemporal entropy of (TH)_iIdeal maximum value TH of_i，maxAs shown in equation (19). The ideal maximum is reached when the time intervals between all activities are equal.

Correspondingly, the ideal maximum value TH of the time entropy TH of all grids of the linear asset in the rail transit_maxAs shown in equation (20).

Time entropy TH of all grids of linear asset in rail transit and ideal maximum value TH thereof_maxThe ratio of (d) is represented by THR, as shown in equation (21).

The equilibrium objective function of the model OISM-TG is shown in equation (22).

max THR (22)

In the embodiment of the invention, the balance objective function is defined by the ratio, and the ideal maximum value is 1, so that the difference between the ideal maximum value and the most balanced state can be clearly seen according to the calculation result and is used as an index of a measurement plan.

Target function of adjustability

The adjustability of the rail transit linear asset inspection plan refers to the capability of the rail transit linear asset inspection plan to bear various random disturbance resisting factors in the execution process. Due to the influence of space factors and time factors (such as severe weather and holiday rest), the track traffic linear asset inspection activities can be delayed or temporarily cancelled, so that the whole inspection plan is easily confused, and the compiled inspection plan is required to reduce various random disturbance influences.

In the embodiment of the invention, the method for determining the adjustability target function of the model OISM-TG based on the rail transit space-time grid and the decision variables comprises the following steps: determining the minimum time interval of two adjacent inspection activities of each rail transit linear asset grid based on the decision variables; an adjustability objective function is determined based on the minimum time interval. Wherein determining the adjustability objective function based on the minimum time interval comprises: and taking the ratio of the minimum time interval to the total time unit as an adjustability index, wherein the adjustability target function is the maximum function of the adjustability index.

Specifically, the model OISM-TG uses the ratio of the minimum time interval between two adjacent inspection activities of the grid in one inspection planning period to the total amount of unit time E in the planning period to define an adjustability index R, which is an important index for measuring the change elasticity of the inspection plan and is calculated in formula (23).

Representation grid G_iThe time interval between the (n + 1) th examination activity and the (n) th examination activity, see equation (15).

The model OISM-TG has an objective function of adjustability, shown in equation (24), where the minimum value of the time interval between two activities is maximized.

max R (24)

Weight-based multi-objective function

In the embodiment of the present invention, the above-mentioned balance objective function or adjustable objective function may be used as an optimization objective for compiling the inspection plan. The inspection plan may be prepared by comprehensively considering two objective functions. Illustratively, the model OISM-TG implements multi-objective optimization of the balance and adjustability of time intervals between adjacent inspection activities of an inspection plan. And converting the multi-objective optimization problem into a single-objective optimization problem by adopting a weighted summation mode. The optimization objective function after transformation of the model OISM-TG is shown in equation (25). Where α and β are the weights of the two objective functions. The values of α and β are set by the administrator based on the importance of the balance and scalability goals in the actual situation.

max αTHR+βR (1)

Wherein,

α+β＝1 (2)

0≤α，β≤1 (3)

the embodiment of the invention provides that the rail transit linear asset inspection activities are subdivided in time and space dimensions according to units with specified lengths, so that different inspection activity objective functions of the rail transit linear asset can be more finely defined. And a rail transit linear asset inspection plan optimization compilation model taking the balance and the adjustability as optimization targets is provided, so that the practicability of the compiled inspection plan is enhanced. The inspection scheme can avoid that the linear assets of the rail transit are not inspected in a longer time span but are inspected for many times in a shorter time span as far as possible through the balance optimization target, so that the implementation difficulty of the maintenance activities is reduced, and the scientific construction is facilitated. The embodiment of the invention innovatively provides an index for defining the time interval equilibrium of adjacent inspection activities in an inspection plan by using entropy based on a maximum entropy criterion. The optimization of the adjustability target can reduce the influence of interference of various factors on the inspection plan and ensure the guidance of the actual inspection activities on site. In the embodiment of the invention, the model OISM-TG only comprises an equilibrium objective function or an adjustable objective function, and can also comprise the two objective functions, and a weight-based multi-objective function formed by the two objective functions.

Furthermore, the embodiment of the invention also checks the feasibility of the compiled inspection plan scheme through a constraint system based on the space-time grid. In the embodiment of the invention, the following 6 types of inspection activity constraints are more finely defined on the basis of the space grid during linear rail transit asset production: time constraints, time limit constraints, space constraints, rate constraints, resource constraints, and inspection continuity constraints. The model OISM-TG may contain one or more of these inspection activity constraints.

Time constraints

As shown in fig. 12, the time constraints for the rail transit linear asset inspection activity are as follows: firstly, in a planning period, grid G_iInspection method C_jShould be greater than or equal to the minimum inspection interval threshold min T_ijSee equation (28); ② in a planning period, grid G_iInspection method C_jShould be less than or equal to a maximum check interval threshold max T_ijSee formula (29). If the number of inspections specified by a certain inspection method is 1 in one inspection planning cycle, the time constraint of the inspection activity corresponding to the inspection method is not considered. In fig. 12, the abscissa indicates the route mileage, the ordinate indicates the time, and the broken lines of different shapes indicate the inspection activities of different inspection modes. The abscissa is divided by the length of the grid, and the ordinate is divided by the time granularity required by management to form a rail transit linear asset space-time grid.

Representation grid G_iIn the first place

The unit time performs the check mode of C_jThe examination activities of (1) are performed,

representation grid G_iIn the first place

The checking mode executed per unit time is C_jM and m +1 adjacent two examinationsThe method comprises the following steps of checking,

and

representation grid G_iInspection method C_jAdjacent two inspection times.

Violation of the maximum time constraint causes that a manager cannot find the quality problem of the linear asset of the rail transit in time, and violation of the minimum time constraint causes waste of inspection resources.

Construction period constraint

The construction period constraint of the rail transit linear asset inspection activity comprises two aspects: firstly, in a planning period, each type of inspection mode needs to complete the specified inspection times; and secondly, in each inspection activity of each type of inspection mode, all rail transit linear asset grids need to be inspected in each inspection, so that the inspection omission is avoided. Therefore, in one planning cycle, grid G_iThe inspection is performed in a manner of C_jNumber of examination activities Q_ijShould be equal to the threshold S of the number of inspection passes_ijSee formula (30) and fig. 13. In fig. 13, the abscissa represents the route mileage, the ordinate represents the time, the abscissa is divided by the grid length, and the ordinate is divided by the time granularity required for management, so as to form the rail transit linear asset space-time grid. The dotted line indicates the expiration date of the examination plan. Due to the presence of d in the figure_i>0, resulting in a dashed box region Q_ij＜S_ijAnd the construction period constraint is not met.

The condition that the construction period constraint is violated can cause that the original non-risky track traffic linear assets can possibly develop risk hidden dangers, and the original low risk can possibly develop into high risk.

Space constraint

The space constraint of the track traffic linear asset inspection activity refers to an air network when any track traffic linear asset is producedWithin a cell, at most one inspection activity can occur. I.e. grid G_iAt most one inspection activity can occur per unit time, see equation (31) and fig. 14. In fig. 14, the abscissa indicates the route mileage, the ordinate indicates the time, and the lines of different shapes indicate the examination activities of different examination modes. The abscissa scales by the length of the grid, and the ordinate scales by the time granularity required by management to form the rail transit linear asset space-time grid.

Rate constraints

The model OAMIS-TG defines the inspection rate by the number of the grids of the linear assets of the rail transit inspected in unit time by the inspection activities of each type of inspection mode. As shown in fig. 15, the rate constraints for the rail transit linear asset inspection activity are as follows: checking in a mode C_jThe number of grids checked per unit time by the checking activity

Should be less than or equal to the maximum rate threshold maxL_jSee equation (32); checking mode is C_jThe number of grids checked per unit time by the checking activity

Should be greater than or equal to the minimum rate threshold minL_jSee formula (33). In fig. 15, the abscissa represents the route mileage, the ordinate represents the time, the abscissa is divided by the grid length, and the ordinate is divided by the time granularity required for management, forming the rail transit linear asset space-time grid.

Resource constraints

The resource constraint of the track traffic linear asset inspection activity means that the inspection mode in unit time is C_jNumber of examination activities

Less than or equal to the corresponding number of working groups RC_jSee equation (34) and fig. 16. In fig. 16, the abscissa represents time, and the ordinate represents the number of work groups. The dotted line represents the threshold value RC of the resource usage_j。

Checking continuity constraints

The track traffic linear asset inspection continuity constraint means that each working group executes an inspection mode C_jShould be continuous and uninterrupted per unit time, see equation (35) and fig. 17. In fig. 16, the abscissa represents the route mileage, the ordinate represents the time, the abscissa is divided by the grid length, and the ordinate is divided by the time granularity required for management, so as to form the rail transit linear asset space-time grid. The dotted line indicates the start time and the end time of the e-th unit time. Due to the presence of d in the figure_i>0, the check continuity constraint is not satisfied.

Where p represents the mileage position where the e-th unit time starts to be executed, then

Indicating the mileage position where the e-th unit time ends execution. If the above constraints are violated, the checking activity is discontinuous or discontinuous, which causes waste of resources and loss of checking efficiency, and increases management cost. Illustratively, for the same type of inspection activity, if a two kilometer mile line needs to be inspected while being performed on a certain day, the two kilometers must be continuous and cannot skip one kilometer in the middle, in accordance with the inspection continuity constraint. Otherwise, the intermediate skipped mileage needs to be checked separately again, which increases the cost of manpower and mechanical transportation and wastes resources.

The model can be used for generating an optimization scheme and screening or evaluating an existing inspection plan. When the optimization scheme is generated, the objective function and the constraint condition of the model can be applied to solving software, and the optimization scheme is automatically calculated through the solving software. Illustratively, the solving software has a global optimization algorithm, and the embodiment of the present invention does not limit the selection of the solving software. There is no limitation on how one or more inspection plans may be derived, for example, a new inspection plan may be derived by manual planning or an inspection plan may be derived by automatic computer calculation, or a combination of both. According to the OISM-TG model provided by the embodiment of the invention, optimal screening and feasibility screening can be carried out on a plurality of inspection plans to obtain a final optimized inspection plan. The embodiment of the invention carries out detailed and comprehensive management on the inspection activities in the whole inspection period based on the subdivided space-time grids and the variables for executing the inspection activities, provides scientific optimization basis, can carry out objective function calculation based on the decision variables of the embodiment of the invention, and can conveniently apply computer programs to realize automatic, efficient and accurate inspection plan evaluation and optimization. Furthermore, multiple alternative schemes can be generated by the random combination of the computers for the generation of the inspection plan, and the automatic screening is performed by adopting the model, so that the problems of low manual compilation efficiency, strong subjectivity and incapability of achieving the optimal or better result are solved.

The balance and adjustability-based checking method provided by the embodiment of the invention achieves a good technical effect in practical application. The effectiveness of the model OI SM-TG provided by the embodiment of the invention is verified by taking an orbit inspection plan of a new line descending K721+ 000-K765 +000 in 2016, 12-month orchid as an example.

Railway track is a typical rail transit line asset. The length DR of a line section in the range of K721+ 000-K765 +000 of the upstream and downstream of the Lanxin line is 44km, and a Gayuguan line workshop of the Lanzhou office group of China (called Lanzhou office for short) undertakes daily inspection and maintenance tasks of industrial equipment. The length LE of the track grid is 200 m, so the number N of the track grids descending the new line is 220.

The total number of days E in the planning cycle of this example was 31, and the 4 types of inspection methods were rail inspection instrument inspection, rail flaw detection inspection, manual inspection, and rail inspection vehicle inspection, respectively. Table 1 shows the amount of track inspection tasks downstream of the lanxin line in the 12-month lanzhou jiayuguan line shop in 12 months. The track quality state of the descending K731+ 000-K736 +000 line of the Lanxin line is poor, so that the manual checking frequency of the track grids in the mileage range is once more than that of other track grids. The rail inspection vehicle inspection is arranged in advance at 8 days and 21 days, and the 1 st inspection and the 2 nd inspection are respectively carried out on the descending track line of the Lanxin line.

Table 12016 years 12 Yu Lanzhou Jiangyguan line workshop Lanxin down-line track line inspection task volume

The example relates to 4 working groups, namely a jiayuguan inspection and monitoring working area, a jiayuguan line maintenance working area, a jiayuguan steel rail flaw detection working area and a rail inspection working group. In order to observe the distribution of the whole data set, identify possible abnormal values in the data set, analyze the historical inspection rate data of 581 pieces in 3 years during 2015 year 1-2017 year 12 months of these working groups, and select the first quartile and the third quartile in the historical inspection rate data as the upper threshold and the lower threshold of the inspection rate, wherein the inspection rate is defined by the length of the line inspected in unit skylight time.

TABLE 2 inspection Rate constraints for different inspection modes of the New line

Analysis of model results

As can be seen from an analysis of the comparative contents in table 3,

(1) constraint conditions are as follows: the actual inspection plan in the case does not satisfy the schedule, space, and rate constraints. This is because the planning of the railway on-site inspection plan is mainly based on the management experience of the on-site engineer, and it is difficult to comprehensively and systematically consider the inspection activity constraint system established by the embodiment of the present invention.

(2) An objective function: compared with the actual inspection plan of a railway site, the inspection plan compiled by the model OISM-TG has the advantages that the balance target is improved by 22.5%, the adjustability target is improved to 0.161 from 0, and the corresponding weighted objective function value is improved by 42.5%.

In conclusion, the results are shown in combination with the visualizations in fig. 18 and 19, and the railway track inspection plan compiled by the model OISM-TG is superior to the actual inspection plan compiled by the field engineer in the case, and has better balance and adjustability.

TABLE 3 comparison of examination plans compiled by the model OISM-TG with actual examination plans in situ

the method for determining the rail transit linear asset gridding inspection plan evaluation model based on the rail transit space-time grid comprises the following steps:

determining a decision variable based on the rail transit spatiotemporal grid, wherein the decision variable is used for representing the execution condition of a specified inspection activity in the spatiotemporal grid;

determining constraint conditions based on the rail transit space-time grid and decision variables;

and determining an inspection plan according to the rail transit linear asset gridding inspection plan evaluation model.

By the method for evaluating the inspection plan of the rail transit linear asset, the scientificity and efficiency of plan evaluation can be improved by screening and evaluating the reasonability of the inspection plan through the evaluation model with constraint conditions when the inspection plan is formulated or the inspection plan is adjusted and optimized.

Further, the constraints include at least one of the following constraints: time constraints, time of day constraints, space constraints, rate constraints, resource constraints, inspection continuity constraints. Some or all of the constraints may be selected as desired to build the evaluation model.

The specific expression mode of the process and the constraint of the model construction based on the space-time grid and the decision variables can be obtained from the embodiment related to the rail transit linear asset gridding inspection plan optimization adjustment model, and is not repeated.

Based on the same inventive concept, an embodiment of the present invention further provides an inspection system based on equalization and adjustability, as shown in fig. 20, including:

the space-time grid determining module is used for establishing a rail transit space-time grid based on the space dimension of the rail transit line and the time dimension of the rail transit linear asset inspection;

determining an adjustable objective function based on a rail transit space-time grid and a decision variable;

The specific implementation of the balance and adjustability-based inspection system according to the embodiments of the present invention can be obtained according to any of the embodiments of the present invention, and will not be described in detail.

The method of the invention can be realized by a computer or an embedded program controlled system. Accordingly, in accordance with a corresponding aspect of the present invention, there is provided another equalization and adjustability-based inspection system, as shown in fig. 21, the system comprising at least one processor and at least one memory; the memory stores a computer program for performing any of the above methods of embodiments of the invention, and the processor calls the computer program in the memory to perform any of the methods of embodiments of the invention.

Further, the memory may be communicatively coupled to the one or more processors and have stored therein instructions executable by the one or more processors to cause the one or more processors to perform the method of the present invention.

Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A method for equalization and scalability-based inspection, comprising:

2. The equalization and adjustability-based inspection method of claim 1 wherein the building a rail transit spatiotemporal grid comprises:

3. The equalization and adjustability-based inspection method of claim 2 wherein determining a decision variable comprises:

and determining whether to execute the inspection activity of the designated inspection mode in the designated unit time aiming at the designated track traffic linear asset grid based on the track traffic space-time grid.

4. The equalization and adjustability-based inspection method of claim 2 wherein the rail transit spatiotemporal grid and inspection activities are represented by:

G_i(i∈[1，2，...，N]) Representing the ith rail transit linear asset grid;

C_j(j∈[1，2，...，M]) The j-th type checking mode is shown;

5. The equalization and adjustability-based check method of claim 4 wherein the decision variable formula is:

6. The equalization and adjustability-based inspection method of claim 3 wherein determining an equalization objective function based on a rail transit spatiotemporal grid and decision variables comprises:

7. The equality and adjustability-based inspection method according to claim 3, wherein the equality objective function is:

8. The equality and adjustability-based inspection method according to claim 5,

determining the time entropy of each rail transit linear asset grid based on decision variables, and determining a balance objective function based on the time entropy of the rail transit linear asset grid, wherein the time entropy calculation mode of the rail transit linear asset grid is as follows:

and

Is first and second

The checking activity is performed per unit time, and at this time,

is a set U_iIs an element in (1), n belongs to [1, 2_i-1]。

9. The equalization and adjustability-based detection method of claim 8 wherein the equalization objective function is:

max THR (22), wherein,

10. the equality and adjustability-based inspection method of claim 3, wherein determining the adjustability objective function based on the rail transit spatiotemporal grid and the decision variables comprises:

11. The equality and adjustability-based inspection method of claim 10 wherein determining the adjustability objective function based on the minimum time interval comprises:

12. The equality and adjustability-based inspection method according to claim 5,

and determining an adjustability target function based on the decision variables, wherein the calculation mode is as follows:

max R (24)

wherein,

wherein,

and

Is first and second

The checking activity is performed per unit time, and at this time,

is a set U_iIs an element in (1), n belongs to [1, 2_i-1]。

13. An equalization and adjustability-based inspection system comprising:

14. An equalization and adjustability-based inspection system, the system comprising at least one processor and at least one memory;

the memory stores a computer program for performing the method of any of claims 1-12, and the processor calls the computer program in the memory to perform the method of any of claims 1-12.