A work plan progress automatic updating method, device, equipment and medium

Abstract

The application discloses a kind of job plan automatic updating method, comprising: S1, read station basic data;S2, each interface data is collected;S3, calculate current hook;If train current is in non-shunting monitoring state, according to the current mode of operation of the train current or non-slip, whether the current operation is ended is judged respectively;If current operation is ended, update current hook, enter step S4;S4, update job plan execution progress.The application establishes multi-system information fusion mechanism, realizes the current hook completion condition in job plan and is calculated in real time.

Description

Technical Field

[0001] This invention relates to the field of rail transit, and in particular to a method, apparatus, equipment and medium for automatically updating work schedules. Background Technology

[0002] The SSP system (Station Shunting Operation Safety Auxiliary Protection System) is a system that acquires station display data, locomotive operation data, lighting equipment signaling, shunting operation plans, track storage, train advance notifications, and train operation plans from equipment such as STP (Wireless Shunting Locomotive Signaling and Monitoring System), TOPS (China Railway Transportation Production Organization Management System (Spot Car System)), TDMS (Railway Transportation Dispatch Management System), CSM (Railway Signal Centralized Monitoring System), marshalling yard integrated automation, other locomotive shunting systems, and lighting information through information interfaces. Combined with basic station data and shunting personnel location information, it realizes the inspection and safety auxiliary protection system for shunting operations from planning to execution.

[0003] Automatic updates to the shunting operation plan are fundamental to the SSP system's process monitoring and safety support. Only by correctly identifying the current coupler status can the accurate head and tail positions of the train be obtained, enabling better monitoring and safety support during the execution process. This includes checking whether the current route matches the plan, whether car unloading operations have been performed at prohibited locations, and whether the number of cars coupled / uncoupled matches the plan. Compared to manual updates, automatic updates save labor costs and significantly improve operational efficiency. However, existing automatic shunting operation plan updates in SSP systems still suffer from insufficient safety and reliability, and do not consider handling special operation methods such as shunting.

[0004] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0005] The purpose of this invention is to provide an automatic update method for work schedule in SSP systems, in order to solve the problems that existing automatic update methods for shunting work schedules do not take into account the handling of special work modes and have insufficient safety and reliability.

[0006] To achieve the above objectives, the present invention provides a method for automatically updating job plans, comprising: S1. Read the station's basic data; S2. Collect data from each interface; S3, Calculate the current hook; If the train is currently not under shunting monitoring, determine whether the current operation has ended based on whether the train is currently in a shunting operation mode or a non-shunting operation mode; if the current operation has ended, update the current coupler and proceed to step S4. S4. Update the work plan execution progress.

[0007] Optionally, the station basic data includes a list of all station equipment, a centralized area equipment code table, a non-centralized area equipment status collection sequence table, and attributes of each section.

[0008] Optionally, the attributes of each section include whether each section is a shunting section, the shunting direction of the shunting section, and whether each section is a shunting operation section.

[0009] Optionally, step S2 specifically includes: Obtain the current work plan information from the TOPS system. The work plan information includes the operation method, location, status, and number of vehicles per hook. Obtain centralized area code position information, STP monitoring locomotive operation information, and leveling signaling from the STP system; Obtain the locomotive's satellite positioning information from the locomotive positioning module of the SSP system; Obtain the status information of manually operated turnouts from turnout acquisition equipment in non-centralized areas.

[0010] Optionally, step S3 includes the following steps: S3.1. The STP monitors the locomotive operation information to determine whether the train is currently in shunting monitoring status. If it is in shunting monitoring status, the current hook number calculated by the STP is directly set as the current hook, thereby updating the current hook and proceeding to step S4; if it is not in shunting monitoring status, proceed to step S3.2. S3.2 Determine whether the current operation mode is a shunting operation. If the current operation mode is not a shunting operation, proceed to step S3.3; if the current operation mode is a shunting operation, proceed to step S3.4. S3.3 Determine whether the current non-shunting operation has ended. If the current non-shunting operation has ended, set the next hook as the current hook, thereby updating the current hook, and proceed to step S4. If the current non-shunting operation is still in progress, the current hook remains unchanged, return to step S2, continue to collect data from each interface and calculate the current hook. S3.4 Determine whether the current shunting operation has ended. If the current shunting operation has ended, set the next hook as the current hook to update the current hook and proceed to step S4. If the current shunting operation is still in progress, the current hook remains unchanged, return to step S2, continue to collect data from each interface and calculate the current hook.

[0011] Optionally, in step S3.2, when determining whether the current operation mode is a shunting operation, it is considered a shunting operation if any of the following section attribute conditions are met: 1) The leveling signaling received from the STP system is a release signaling; 2) The current work plan specifies that the operation method is shunting; 3) The head and tail of the train are in the shunting section, but the head and tail are in different sections. The train's running direction is the same as the shunting direction of the current section. The operation method in the current work plan is unloading the train, and the current work section in the work plan is the shunting operation section. The attributes of each section are determined by the station's basic data obtained in step S1.

[0012] Optionally, in step S3.3, the current non-shunting operation is confirmed to be completed by determining whether the rear of the train has left the current working section; If the rear of the train has already moved away, the current non-shunting operation is considered to be completed; if the rear of the train has not moved away, the current non-shunting operation is considered to be still in progress.

[0013] Optionally, in step S3.4, the completion of the shunting operation is determined by the following conditions: 1) All the shunting sections pressed by the train are located in the concentration area. At this time, any pressed section except the sections pressed by the head and tail of the train is cleared. 2) If the shunting section being pressed by the train is located in a non-concentrated area, the route will change. If any of the above conditions are met, the current shunting operation is considered to have ended; if none of the conditions are met, the current shunting operation is considered to still be in progress.

[0014] Optionally, the route change can be determined from the manual turnout status information.

[0015] Optionally, step S4 specifically involves: based on the calculated current hook, if it is detected that the current hook has been updated, updating the work plan execution progress to the station duty personnel, train attendants, and shunting crew members, informing them of the hook number and content of the current operation, and continuously conducting real-time inspections and safety auxiliary protection during the operation based on the current hook; after completing the update of the work plan execution progress, returning to step S2, continuing to collect data from each interface and calculate the current hook.

[0016] To achieve the above objectives, the present invention also provides an automatic job schedule update device, including an SSP system, a TOPS system, and an STP system. The SSP system obtains various information from the TOPS system and the STP system through an information interface. The device realizes the fusion and updating of information from multiple systems through the SSP system, and is used to implement the above-mentioned automatic job schedule update method.

[0017] To achieve the above objectives, the present invention also provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the above-described automatic job plan update method.

[0018] To achieve the above objectives, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, it implements the above-described method for automatically updating job plans.

[0019] Compared with the prior art, the present invention has at least the following beneficial effects: 1. By integrating multiple information and performing multi-step logical judgments, the shunting operation plan progress in the SSP system is automatically updated without the need for manual communication, which saves labor costs and improves the timeliness of information transmission. This lays the foundation for the SSP system to conduct shunting operation process inspections and safety auxiliary protections, thereby improving the safety and reliability of the SSP system.

[0020] 2. This invention takes into account the handling of the special operation mode of shunting, and is fully applicable to both centralized and non-centralized areas, with wide scenario coverage and strong usability.

[0021] 3. This invention can be upgraded based on existing railway STP, TOPS and other systems, effectively saving resources and is highly feasible. Attached Figure Description

[0022] Figure 1 This is a flowchart of the automatic update method for work schedule according to the present invention; Figure 2 This is a real-time model diagram of the station area according to the present invention. Detailed Implementation

[0023] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, further illustrates the method, apparatus, equipment, and medium for automatically updating the work schedule of an SSP system proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of this invention. Please refer to the drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0024] This invention provides a method for automatically updating the work plan progress of an SSP system. The SSP system (Station Shunting Operation Safety Auxiliary Protection System) is a system that obtains train operation information, work plans, and other information from systems and equipment such as the TOPS system (China Railway Transportation Production Organization and Management System (Spot Vehicle System)) and the STP system (Wireless Shunting Locomotive Signaling and Monitoring System) through information interfaces. Combined with station basic data and shunting personnel location information, it enables the inspection and safety auxiliary protection of shunting operations from planning to execution.

[0025] The automatic update method for the work plan progress of the SSP system is based on the work plan information sent by the TOPS system, combined with the monitoring locomotive operation information and shunting signaling sent by the STP system, locomotive satellite positioning, the manual turnout status information obtained by the turnout acquisition equipment, and the basic data of the station yard to establish a multi-system information fusion mechanism. This enables real-time calculation of the current completion status of the hook in the work plan and automatic updates of the work plan execution progress to the station duty officer, crew member, and shunting team.

[0026] like Figure 1 As shown, the method includes the following steps: S1. Read the station's basic data.

[0027] Acquire basic station data, including a list of all station equipment, a centralized area equipment code table, a non-centralized area equipment status collection sequence table, and attributes of each section. The centralized area is the area equipped with interlocking equipment. The station interlocking system directly controls the equipment in the centralized area and collects its status information in real time, forming a code position table and code position information for the centralized area equipment. This information is then shared with the STP system, and the information in the STP system is then sent to the SSP system through the information interface. The non-centralized area is the area not equipped with interlocking equipment. Therefore, the equipment and equipment status information in the non-centralized area cannot be automatically collected. Instead, they are collected manually or by local equipment according to the non-centralized area equipment status collection sequence table, and then manually entered into the SSP system. Train tracks can be divided into multiple continuous sections for train positioning. The attributes of each section include whether it is a shunting section, the shunting direction of the shunting section, and whether it is a shunting operation section.

[0028] S2. Collect data from each interface.

[0029] Specifically, the current operation plan information is obtained from the TOPS system. The operation plan information includes the operation method (such as hook-up details), location, status, number of vehicles, etc. for each hook. An example of the operation plan is shown in Table 1 provided later. The operation plan consists of multiple hook operations, and the operation being executed is the current hook.

[0030] The STP system obtains centralized area code position information, STP monitoring locomotive operation information, and shunting signaling. The centralized area code position information is internal data of the station interlocking system, which directly and in detail reflects the real-time status of all equipment in the area directly controlled by the interlocking system. The shunting signaling refers to instructions used for horizontal shunting operations, such as advancing and starting. Obtain the locomotive's satellite positioning information from the locomotive positioning module of the SSP system; The status information of manually operated turnouts is obtained from the turnout acquisition equipment in the non-centralized area. The turnout is a track connection device that allows a train to switch from one track to another and is used to control the path direction. The track is a numbered track.

[0031] By combining basic battlefield data and data from various interfaces, a real-time model of the battlefield can be constructed. Figure 2 This is a specific example of a real-time model of a station.

[0032] S3. Calculate the current hook, including the following steps: S3.1. The STP monitors the locomotive operation information to determine whether the train is currently in shunting monitoring status. If it is in shunting monitoring status, the STP calculation result is directly trusted, and the current hook number calculated by the STP is directly set as the current hook, thereby updating the current hook, and then proceeding to step S4; if it is not in shunting monitoring status, proceeding to step S3.2 for detailed calculation. S3.2 Determine whether the current operation mode is a shunting operation. If the current operation mode is not a shunting operation, proceed to step S3.3; if the current operation mode is a shunting operation, proceed to step S3.4. Because shunting operations differ from other operations, the head and tail of unoperated trains will not enter the operation section during shunting operations, therefore they need to be handled separately; a shunting operation is considered to be performed when any of the following section attributes are met: 1) The leveling signaling received from the STP system is a release signaling; 2) The current work plan specifies that the operation method is shunting; 3) The head and tail of the train are in the shunting section, but the head and tail are in different sections. The train's running direction is the same as the shunting direction of the current section. The operation method in the current work plan is unloading the train, and the current work section in the work plan is the shunting operation section. The attributes of each section are determined by the station's basic data obtained in step S1.

[0033] S3.3 If the current operation mode is non-shunting operation, the current operation is confirmed to be completed by judging whether the tail of the train has left the current operation section. If it has left, the current non-shunting operation ends, the next hook is set as the current hook, and the current hook is updated. Then proceed to step S4. If it has not left, the current non-shunting operation is considered to be in progress, the current hook remains unchanged, and then return to step S2 to continue collecting data from each interface and calculating the current hook.

[0034] S3.4 If the current operation mode is shunting operation, the following conditions shall be used to determine whether the shunting operation has ended: 1) All the shunting sections pressed by the train are located in the concentration area. At this time, any pressed section except the sections pressed by the head and tail of the train is cleared. Clearing refers to the complete departure of the wheels from a certain section, at which point the section returns to an empty state. 2) If the shunting section being pressed by the train is located in a non-concentrated area, the route will change. Whether the route has changed is determined by the status information of the manually operated turnout.

[0035] If any of the above conditions are met, the current shunting operation is considered to be completed, the next hook is set as the current hook, the current hook is updated, and then the process proceeds to step S4; if none of the conditions are met, the current shunting operation is considered to be in progress, the current hook remains unchanged, and the process returns to step S2 to continue collecting data from each interface and calculating the current hook.

[0036] S4. Calculate the current hook through the above steps. If the current hook has been updated, update the work plan execution progress to the station duty personnel, train attendants, and shunting crew, inform them of the hook number and content of the current operation, and continuously conduct real-time inspections and safety auxiliary protection during the operation based on the current hook. After completing the update of the work plan execution progress, return to step S2, continue to collect data from each interface and calculate the current hook.

[0037] A specific embodiment of the present invention is as follows: 1) Read the station's basic data and collect interface data such as the centralized area code position information to build a real-time station model, such as... Figure 2 As shown, D126G is the centralized area, while C1, C2, C3, Steel 1, and Steel 2 are non-centralized areas. D126G, C1, C2, C3, Steel 1, and Steel 2 constitute the shunting section, with the shunting direction being upward. Steel 1 and Steel 2 are designated as shunting operation sections. C1, C2, and C3 are in a fixed position, meaning the train travels in a straight line through this section without turning. The opposite is a reverse position, and the transition between fixed and reverse positions is achieved by manually operating the turnouts. Operation sections not configured as shunting operation sections in the station's basic data are considered non-shunting operation sections.

[0038] The job plan obtained from the TOPS system is shown in Table 1. Assume that the second hook is currently being executed.

[0039] Table 1 Example of a work plan

[0040] In the table, 1G, 2G, and 3G are track numbers; the execution status "erased" and "not erased" indicate completion and incompleteness, respectively.

[0041] 2) At this time, the STP system obtains that the train is in the shunting monitoring state. The STP system sends the current hook as the 3rd hook, then set the current hook to the 3rd hook.

[0042] 3) Update the work plan execution progress to the station duty personnel, train attendants, and shunting crew members, informing them that the current hook is the 3rd hook and the content is 3G line transfer, and continuously conduct real-time inspections and safety auxiliary protection during the operation based on the current hook.

[0043] 4) At this time, the STP system shows that the train is in a non-shunting monitoring state, and both the head and tail of the train are running to 3G. 3G is not configured as a shunting operation section, indicating that the current operation mode is non-shunting.

[0044] 5) When the rear of the train leaves 3G, the operation of the third hook is considered to be completed, and the current hook is set as the fourth hook.

[0045] 6) Update the work plan execution progress to the station duty personnel, train attendants, and shunting crew members, informing them that the current hook is the 4th hook, and the content is to unload 5 cars of steel 1. Based on the current hook, continuously conduct real-time inspections and safety auxiliary protection during the operation.

[0046] 7) At this time, the STP system shows that the train is in a non-shunting monitoring state, and the head of the train has moved to C2 and the tail of the train has moved to D126G. Since D126G, C1, and C2 are all shunting sections, and the head and tail of the train are located in different sections, the train is running in the upward direction, which is the same as the shunting direction configured in the shunting section. The current operation mode in the work plan is unloading, and the current operation section steel 1 in the work plan is the shunting operation section in the station's basic data. Therefore, it can be concluded that the current operation mode is shunting.

[0047] 8) When C3 is moved to the reverse position connecting steel 2, the path changes, then the 4th hook release operation is considered to be over, and the current hook is set as the 5th hook.

[0048] 9) Update the work plan execution progress to the station duty personnel, train attendants, and shunting crew members, informing them that the current hook is the 5th hook, and the content is steel 2 and 3 cars to be unloaded. Based on the current hook, continuously conduct real-time inspections and safety auxiliary protection during the operation.

[0049] This invention also provides an automatic work schedule update device, which includes an SSP system, a TOPS system, and an STP system. The TOPS system provides work schedule information, the STP system provides centralized area code position information, STP monitoring locomotive operation information, and leveling signaling. The SSP system is equipped with a locomotive positioning module for acquiring the locomotive's satellite positioning information. The SSP system obtains various information from the TOPS and STP systems through an information interface. In addition, manual turnout status information obtained from non-centralized area turnout acquisition equipment is also input into the SSP system. This device achieves multi-system information fusion and updating through the SSP system, enabling the aforementioned automatic work schedule update method.

[0050] Furthermore, the present invention also provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the above-described method for automatically updating the work plan progress is implemented.

[0051] Furthermore, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the above-described method for automatically updating the job schedule is implemented.

[0052] This invention has been applied to the SSP system and verified in the laboratory and multiple train depots of the Shenyang Railway Bureau. It has been proven that the shunting operation plan progress can be automatically updated in the SSP system, laying the foundation for the SSP system to carry out shunting operation process inspection and safety auxiliary protection. It can effectively prevent shunting operation safety, reduce the manpower cost for safety protection, and has good feasibility and economic benefits.

[0053] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0054] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0055] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0056] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0057] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for automatically updating a work plan, characterized in that, include: S1. Read the station's basic data; S2. Collect data from each interface, including: Obtain the current work plan information from the TOPS system. The work plan information includes the operation method, location, status, and number of vehicles per hook. Obtain centralized area code position information, STP monitoring locomotive operation information, and leveling signaling from the STP system; Obtain the locomotive's satellite positioning information from the locomotive positioning module of the SSP system; Obtain the status information of manually operated turnouts from turnout acquisition equipment in non-centralized areas; S3. Calculate the current hook, including the following steps: S3.

1. The STP monitors the locomotive operation information to determine whether the train is currently in shunting monitoring status. If it is in shunting monitoring status, the current hook number calculated by the STP is directly set as the current hook, thereby updating the current hook and proceeding to step S4; if it is not in shunting monitoring status, proceed to step S3.

2. S3.2 Determine whether the current operation mode is a shunting operation. If the current operation mode is not a shunting operation, proceed to step S3.3; if the current operation mode is a shunting operation, proceed to step S3.

4. S3.3 Determine whether the current non-shunting operation has ended. If the current non-shunting operation has ended, set the next hook as the current hook, thereby updating the current hook, and proceed to step S4. If the current non-shunting operation is still in progress, the current hook remains unchanged, return to step S2, continue to collect data from each interface and calculate the current hook. S3.4 Determine whether the current shunting operation has ended. If the current shunting operation has ended, set the next hook as the current hook to update the current hook and proceed to step S4. If the current shunting operation is still in progress, the current hook remains unchanged, return to step S2, continue to collect data from each interface and calculate the current hook. S4. Update the work plan execution progress, including: based on the calculated current hook, if the current hook has been updated, update the work plan execution progress for the station duty personnel, crew members, and shunting crew members, inform them of the hook number and content of the current operation, and continuously conduct real-time inspections and safety auxiliary protection during the operation based on the current hook; after completing the update of the work plan execution progress, return to step S2, continue to collect data from each interface and calculate the current hook.

2. The method for automatically updating work plans as described in claim 1, characterized in that, The station's basic data includes a list of all station equipment, a centralized area equipment code table, a non-centralized area equipment status collection sequence table, and attributes for each section.

3. The method for automatically updating work plans as described in claim 2, characterized in that, The attributes of each section include whether each section is a shunting section, the shunting direction of the shunting section, and whether each section is a shunting operation section.

4. The method for automatically updating work plans as described in claim 1, characterized in that, In step S3.2, when determining whether the current operation mode is a shunting operation, it is considered a shunting operation if any of the following section attribute conditions are met: 1) The leveling signaling received from the STP system is a release signaling; 2) The current work plan specifies that the operation method is shunting; 3) The head and tail of the train are in the shunting section, but the head and tail are in different sections. The train's running direction is the same as the shunting direction of the current section. The operation method in the current work plan is unloading the train, and the current work section in the work plan is the shunting operation section. The attributes of each section are determined by the station's basic data obtained in step S1.

5. The method for automatically updating work plans as described in claim 1, characterized in that, In step S3.3, the current non-shunting operation is confirmed to be completed by determining whether the rear of the train has left the current working section; If the rear of the train has already moved away, the current non-shunting operation is considered to be completed; if the rear of the train has not moved away, the current non-shunting operation is considered to be still in progress.

6. The method for automatically updating work plans as described in claim 1, characterized in that, In step S3.4, the following conditions are used to determine whether the shunting operation has ended: 1) All the shunting sections pressed by the train are located in the concentration area. At this time, any pressed section except the sections pressed by the head and tail of the train is cleared. 2) If the shunting section being pressed by the train is located in a non-concentrated area, the route will change. The current shunting operation is considered to be completed if any of the above conditions are met. If none of the conditions are met, the current shunting operation is considered to be still in progress.

7. The method for automatically updating work plans as described in claim 6, characterized in that, The route has changed based on the status information of the manually operated turnout.

8. A device for automatically updating work schedule progress, characterized in that, The device includes an SSP system, a TOPS system, and an STP system. The SSP system obtains various information from the TOPS system and the STP system through an information interface. The device uses the SSP system to realize the fusion and updating of information from multiple systems, and is used to implement the automatic update method of work plan progress as described in any one of claims 1-7.

9. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, which, when executed by the processor, implements the job schedule automatic update method as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the automatic job plan update method as described in any one of claims 1-7.

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