A system and method suitable for remote driving management of a motor train section / depot motor train set

Abstract

The application discloses a system and method suitable for remote driving management of a motor train unit section / depot motor train unit, which are corresponding solutions, can realize automatic distribution of a work plan, and can realize effective management on a ground remote driving station based on an authorization code; in particular, the management server can realize automatic distribution of the work plan through acquired various types of information, establish a corresponding relationship among a work driver, the work plan and the ground remote driving station, and does not need manual driver scheduling, thereby solving the problem of temporary adjustment of the work plan and untimely response in the existing solution; and through the authorization code, whether the work driver has the control right of the ground remote driving station is controlled, thereby solving the problem that in the current remote driving solution, the driver driving right is not associated with the driver, the driver goes to a wrong driving station, and the remote driving station is operated incorrectly, and the safety performance is improved.

Description

Technical Field

[0001] This invention relates to the field of remote driving management technology for high-speed trains, and in particular to a system and method for remote driving management of high-speed trains in high-speed train depots / stations. Background Technology

[0002] EMU depots and rolling stock depots (hereinafter referred to as EMU depots / depots) are important bases for the operation and maintenance of EMU trains, handling a large number of train reception, departure, and shunting operations daily. Currently, on-duty drivers operate EMU trains between adjacent passenger stations and the EMU depot / depot storage areas to complete the corresponding train reception and departure operations. After the EMU trains enter the EMU depot / depot, ground drivers operate them to complete shunting operations within the depot / depot. Shunting operations within the EMU depot / depot are mainly concentrated at night and in the early morning, with ground drivers frequently traveling between different track areas within the EMU depot / depot to meet the corresponding shunting needs.

[0003] With the continuous development of rail transit technology, remote driving technology for high-speed trains has become a driving technique to reduce the workload of ground staff at train depots / stations. Currently, remote driving solutions include... Figure 1 As shown.

[0004] In the remote driving scheme, a remote control center is set up on the ground, equipped with a ground-based remote driver's console. The EMU (Electric Multiple Unit) is equipped with a remote onboard module. The ground-based remote control center and the EMU communicate with each other via a wireless communication network. The EMU's remote onboard module transmits onboard status information and train speed to the ground-based remote driver's console, which displays relevant driving information. The ground driver sends remote control commands to the EMU via the ground-based remote driver's console, and the EMU's onboard equipment performs corresponding acceleration, braking, and other operations based on the received remote control commands.

[0005] The EMU depot / station experiences a large volume of train receiving, dispatching, and shunting operations, primarily concentrated at night and in the early morning. In a remote driving solution, only one ground-based remote control console can control one EMU at a time. Therefore, based on actual site requirements, the ground-based remote control center needs to be equipped with multiple ground-based remote control consoles, such as... Figure 2 As shown.

[0006] Train depots / stations are generally equipped with a centralized control system (CCS system), which is used by station personnel in the on-site train operations department. The CCS system contains all the train receiving, departure, and shunting operation plans for each train depot / station, and this operation plan information can be used for remote driving management.

[0007] Currently, the principle of remote driving management for EMUs within EMU depots / stations is that only one EMU can be controlled by the ground remote driving console at any given time. The driver captain manually assigns ground drivers to the remote driving console to perform remote control operations based on the daily EMU operation requirements of the EMU depot / station. However, there are the following drawbacks: (1) Ground driver scheduling relies on manual labor, requiring manual allocation of ground drivers according to the operation plan. Without linking the driving permissions of ground drivers, it is easy for ground drivers to go to the wrong driving console and operate the remote driving console incorrectly; (2) The management of driving console resources is decentralized, and the status of the driving console cannot be centrally monitored; (3) There is a disconnect in the collaboration between the operation plan, driving console, and driver: when the operation plan changes (such as shunting delays or temporary changes in vehicle type), it needs to be manually arranged by the driver captain again, which can easily lead to operation delays and poor dynamic adjustment response.

[0008] Furthermore, the Chinese invention patent application CN113022653A, entitled "A Remote Train Driving System and Method Based on Low-Latency Transmission Technology," discloses a solution that enables remote control of vehicles through operation at a remote driving console. However, this invention does not specify how to effectively manage the ground-based remote driving console. The Chinese invention patent application CN115782981A, entitled "Remote Emergency Driving System for Unmanned Rail Transit Train Control System Fault Scenarios," discloses a solution aimed at improving emergency handling methods for fault scenarios in GoA (Grade of Automation) Level 4 scenarios. When a fault occurs in the operating system affecting the normal operation of the train, it can use remote driving control to continue the faulty train to the next station or depot while ensuring safety. This solution also enables remote train control, but it does not consider how to effectively manage the ground-based remote driving console within the train depot / station.

[0009] In view of this, the present invention is hereby proposed. Summary of the Invention

[0010] The purpose of this invention is to provide a system and method for remote driving management of EMU depots / train sets, which can realize automatic allocation of work plans and effective management of ground remote driving consoles based on authorization codes.

[0011] The objective of this invention is achieved through the following technical solution: A system for remote driving management of EMU trains in EMU depots / stations includes: a management terminal, an interface server, a management server, a ground remote driver's console terminal, and a driver's console terminal server, wherein each ground remote driver's console has a uniquely corresponding ground remote driver's console terminal and driver's console terminal server. The management terminal is used to input driver information and remote control information for the day's operations; The interface server is used to receive operation plan data from the centralized control system of the EMU depot and EMU yard. The management server is used to calculate the time range of each work plan based on the work plan data, group work plans into conflict groups according to whether the time ranges conflict, and combine the information of the ground remote control console and the personnel information of the drivers on the day to assign each work plan to the corresponding ground remote control console and the corresponding driver. Then, the work plan, the corresponding authorization code and the personnel information of the corresponding driver are sent to the corresponding console terminal server. The ground-based remote control terminal is used to receive the operator's personnel information, work plan, and authorization code input by the operator, and forward them to the control terminal server. The driver terminal server is used to determine whether the corresponding operator has the authority to operate the remote driver terminal based on information from the management server and the ground remote driver terminal.

[0012] A method for remote driving management of EMU trainsets in EMU depots / stations, based on the aforementioned system implementation, includes: The driver information and remote control information for the day's operations are entered through the management terminal; The interface server receives operation plan data from the centralized control system of the EMU depot and EMU station. The management server calculates the time range of each work plan based on the work plan data, groups work plans into conflict groups based on whether the time ranges conflict, and combines the information from the ground remote control console and the personnel information of the drivers working on the day to assign each work plan to the corresponding ground remote control console and the corresponding driver. Then, the work plan, the corresponding authorization code, and the personnel information of the corresponding driver are sent to the corresponding console terminal server. The system receives the operator's personnel information, work plan, and authorization code from the operator via a ground-based remote control terminal, and forwards them to the control terminal server. Based on information from the management server and the ground remote cab terminal, the system ultimately determines whether the operator has the authority to operate the ground remote cab.

[0013] As can be seen from the technical solution provided by the present invention, the management server can automatically allocate work plans by acquiring various types of information, establish the correspondence between work drivers, work plans, and ground remote control consoles, and eliminate the need for manual driver dispatch, thus solving the problem of untimely response to temporary adjustments to work plans in existing solutions. Moreover, by controlling the work driver's access to the ground remote control console through authorization codes, the problem of drivers going to the wrong console and thus operating the remote control console incorrectly is solved in the current remote driving solution where driver access is not associated with the driver's driving permissions, thereby improving safety performance. Attached Figure Description

[0014] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0015] Figure 1 A schematic diagram of a remote driving solution provided for the background technology of this invention.

[0016] Figure 2 A schematic diagram of a ground-based remote control platform provided for the background technology of this invention.

[0017] Figure 3 This is a schematic diagram of the architecture of a system for remote driving management of EMU depots / train sets, provided as an embodiment of the present invention.

[0018] Figure 4 This is a schematic diagram of a system flow diagram for remote driving management of EMU train sets in EMU depots / stations, provided as an embodiment of the present invention.

[0019] Figure 5 This is a schematic diagram of the automatic job plan allocation process provided in an embodiment of the present invention.

[0020] Figure 6 A schematic diagram illustrating the time range calculation of the work plan provided in an embodiment of the present invention.

[0021] Figure 7 The flowchart illustrates the automatic control permission determination logic provided in this embodiment of the invention.

[0022] Figure 8 This is a schematic diagram illustrating an example of the division of work drivers according to an embodiment of the present invention. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present invention.

[0024] First, the following explanations are provided for the terms that may be used in this article: The terms "comprising," "including," "containing," "having," or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, including a technical feature element (such as raw material, component, ingredient, carrier, dosage form, material, size, part, component, mechanism, device, step, process, method, reaction conditions, processing conditions, parameter, algorithm, signal, data, product or article of manufacture, etc.) should be interpreted as including not only the expressly listed technical feature element, but also other technical feature elements that are not expressly listed and are well-known in the art.

[0025] The term "composed of" excludes any technical features not expressly listed. When used in a claim, it closes the claim to exclude all technical features other than those expressly listed, except for associated conventional impurities. If the term appears only in a clause of a claim, it limits the claim to the elements expressly listed in that clause; elements recited in other clauses are not excluded from the overall claim.

[0026] The following is a detailed description of a system and method for remote driving management of EMU train sets in EMU depots / stations, provided by the present invention. Contents not described in detail in the embodiments of the present invention are prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of the present invention, conventional conditions in the art or conditions recommended by the manufacturer shall apply. Reagents or instruments used in the embodiments of the present invention, unless otherwise specified by the manufacturer, are all conventional products that can be purchased commercially.

[0027] Example 1 like Figure 3 The diagram shows the overall structure of a system for remote driving management of EMU train sets in a depot / station. It mainly includes: a management terminal, an interface server, a management server, a ground remote driver's console terminal, and a driver's console terminal server. Each ground remote driver's console has a unique corresponding ground remote driver's console terminal and driver's console terminal server.

[0028] (1) Management terminal, used to input the driver information and ground remote control information for the day's work.

[0029] In this embodiment of the invention, the operation driver includes the ground service driver described in the background section.

[0030] (2) Interface server, used to receive operation plan data from the EMU depot and the centralized control system of the EMU depot.

[0031] In this embodiment of the invention, the operation plan data of the EMU depot and the centralized control system includes: EMU receiving plan, departure plan and shunting plan data.

[0032] (3) Management server, which is used to calculate the time range of each work plan based on the work plan data, group the work plans into conflict groups according to whether the time ranges conflict, and combine the information of the ground remote control console and the personnel information of the driver on the day to allocate each work plan to the corresponding ground remote control console and the corresponding driver. Then, the work plan, the corresponding authorization code and the personnel information of the corresponding driver are sent to the corresponding console terminal server.

[0033] In this embodiment of the invention, the management server also sends the ground remote control terminal corresponding to the work plan, the corresponding authorization code, and the work driver to the management terminal. The management terminal receives the ground remote control terminal corresponding to the work plan, the corresponding authorization code, and the work driver. Then, the driver team leader views the work plan allocation order (including the ground remote control terminal corresponding to the work plan, the corresponding authorization code, and the work driver) on the management terminal, prints the work order, and provides it to the corresponding work driver so that the work driver can obtain the assigned work plan, the corresponding ground remote control terminal, and the authorization code. Of course, in practical applications, the work driver can also use other reasonable methods to obtain the above information, and the invention does not impose specific limitations.

[0034] The following section introduces the preferred implementation methods for each stage of the automatic allocation scheme for management server job plans.

[0035] (3.1) Calculate the time range of each work plan.

[0036] (3.1.1) Based on the actual on-site operation, set the time to complete a work plan to K minutes, and calculate the time range of each work plan based on the work plan data.

[0037] (3.1.2) For the current work plan, determine whether it is a vehicle reception plan. If it is a vehicle reception plan, set the plan time range to [T]. 接 -K,T 接 If it is not a pick-up plan, then determine if it is a departure plan. If it is a departure plan, then set the plan time range to [T]. 发 T 发 +K]; If it is not a departure plan, then determine if it is a shunting plan. If it is a shunting plan, then set the plan time range to [T]. 调 T 调 +K]; where T 接 T represents the scheduled arrival time of the EMU in the train reception operation plan. 发 T represents the scheduled departure time of the high-speed train in the departure operation plan. 调 This indicates the start time of the EMU shunting plan in the shunting operation plan.

[0038] (3.1.3) Calculate the time range of all work plans in the same way.

[0039] (3.2) Group work plans into conflict groups based on whether the time ranges of different work plans conflict.

[0040] (3.2.1) Sort the work plans according to the time range of the calculated work plan from morning to night; take the first work plan in the sort as the first plan of the first group.

[0041] (3.2.2) Determine whether the second job plan in the sorting conflicts with the time range of the first job plan. If there is a conflict, add a new group and put the second job plan into the new group; if there is no conflict, put the second job plan into the first group.

[0042] (3.2.3) Determine whether the third job plan in the sorting conflicts with the time range of the first two job plans. If both conflict, add a new group and put the third job plan into the new group. If it conflicts with the first job plan, put the third job plan into the group of the second job plan. If it conflicts with the second job plan, put the third job plan into the group of the first job plan. If the third job plan does not conflict with either the first or the second job plan, and the first job plan does not conflict with the second job plan, then the three job plans are in the same group (i.e., the first group).

[0043] (3.2.4) Determine if the fourth work plan in the sorting conflicts with the time range of the first three work plans. If all three conflict, add a new group and place the fourth work plan in the new group. If the fourth work plan does not conflict with any of the first three plans, place it in the group with the smallest number of work plans. If the first, second, and third work plans are in the same group (i.e., the first group), place the fourth work plan directly in that group. If there are partial conflicts, select the work plans that do not conflict with the fourth work plan and place it in the group with the smallest number of non-conflicting work plans. For example, when it conflicts with the time range of the first work plan, determine the groups where the second and third work plans are located, select the group with the smallest number of work plans, and place the fourth work plan in that group. Of course, if the second and third work plans are in the same group, place the fourth work plan directly in that group.

[0044] (3.2.5) Continue in this manner until all work plans are placed into the corresponding groups, thus completing the work plan conflict grouping.

[0045] (3.3) Combining the information from the ground remote control console with the information of the drivers on the day of operation, each operation plan is assigned to the corresponding ground remote control console and the corresponding driver.

[0046] (3.3.1) Based on the conflict grouping of work plans and the information from the ground remote control consoles, assign each work plan to the corresponding ground remote control console. The specific process is as follows: (3.3.1.1) Based on the grouping of conflicting work plans, count the number of groups.

[0047] (3.3.1.2) Based on the information from the ground remote control station, assign the work plan in each group to a separate ground remote control station.

[0048] (3.3.2) Based on the number of work plans and the information of the drivers on the day, calculate the number of work plans to be allocated to each driver and assign the corresponding work plan to each driver via the ground remote control console.

[0049] (3.3.2.1) Calculate the number of work plans allocated to each work driver based on the number of work plans and the information of the drivers on the day.

[0050] First, calculate the number of work plans assigned to each operator, expressed as: ; Where N is the number of work plans, M is the number of drivers working that day, S is the number of work plans per driver, and I is the number of remaining work plans. Indicates the remainder.

[0051] Secondly, based on the above formula, it can be determined that there are (MI) operators who need to complete S work plans, and I operators who need to complete S+1 work plans.

[0052] (3.3.2.2) Assign the corresponding work plan to each operator via the ground remote control console.

[0053] First, obtain and sort the numbers of each operator, and determine the ground remote control station assigned to each work plan, and sort them according to the numbers of the ground remote control stations.

[0054] Secondly, the allocation begins with the first operator: if the number of work plans allocated to the first operator is less than or equal to the number of work plans allocated to the first ground remote control station, then the first operator is assigned to the first ground remote control station, and work plans in the first ground remote control station are allocated according to the number of work plans allocated to the first operator; if the number of work plans allocated to the first operator is greater than the number of work plans allocated to the first ground remote control station, then the first operator is assigned to both the first ground remote control station and the nth ground remote control station. At the same time, work plans from the first ground remote control station are allocated to the first operator, and additional work plans from the nth ground remote control station that do not conflict with the work time range of the first ground remote control station are allocated, until the number of work plans allocated to the first operator is satisfied; where n∈[2,m], and m is the total number of ground remote control stations allocated.

[0055] Furthermore, for the second operator, if the first operator is assigned to the first ground remote control station, the remaining work schedule in the first ground remote control station will be assigned to the second operator.

[0056] If the number of remaining work plans in the first ground remote control station is less than the number of work plans for the second operator, then the second operator will continue to be assigned to the nth ground remote control station, and work plans with non-conflicting work time ranges will be assigned until the number of work plans for the second operator is satisfied.

[0057] If the number of remaining work plans in the first ground remote control station is greater than or equal to the number of work plans required by the second operator, then the remaining work plans in the first ground remote control station will be allocated to the second operator according to the number of work plans required by the second operator.

[0058] Then, using the same logic, the corresponding work plan for each operator is assigned to the ground remote control console.

[0059] (4) Ground remote cab terminal, used to receive the operator's personnel information, work plan and authorization code input by the operator, and forward them to the cab terminal server.

[0060] (5) The driver terminal server is used to determine whether the corresponding operator has the authority to operate the ground remote driver terminal based on the information from the management server and the information from the ground remote driver terminal.

[0061] The preferred implementation method for this part is as follows: (5.1) Receive the operator information from the ground remote control terminal and determine whether it matches the operator information from the management server. If the operator information matches, determine whether the work plan from the ground remote control terminal matches the work plan from the management server.

[0062] (5.2) If the work plan matches, determine whether the authorization code from the ground remote control terminal matches the authorization code from the management server. If the authorization codes match, it means that the operator has the authority to control the ground remote control terminal.

[0063] In addition, the system is also equipped with an automatic monitoring function for the status of the ground remote control console, which is implemented as follows: the console terminal server receives the status information fed back by the ground remote control console and transmits it to the management server; the management server displays the normal or abnormal status of the ground remote control console according to the received status information.

[0064] The above-mentioned solution provided by the embodiments of the present invention has the following main advantages: the management server can automatically allocate work plans by acquiring various types of information, establish the correspondence between work drivers, work plans, and ground remote control consoles, and eliminate the need for manual driver scheduling, thus solving the problem of untimely response to temporary adjustments to work plans in existing solutions; moreover, by controlling the work driver's access to the ground remote control console through authorization codes, the problem of drivers going to the wrong console and thus operating the remote control console incorrectly due to the lack of associated driver driving permissions in the current remote driving solution is solved, thereby improving safety performance.

[0065] To more clearly demonstrate the technical solution and its effects provided by the present invention, the system provided by the embodiments of the present invention will be described in detail below with reference to specific examples.

[0066] I. System Overview

[0067] 1. Overall architecture introduction.

[0068] See also Figure 3The system described above demonstrates the overall architecture of the present invention. Among them: (1) The management terminal is used for the front-end interface display, providing the driver captain with relevant monitoring, viewing and editing interfaces, allowing the driver captain to enter the driver personnel information and ground remote cab information for the day's work. (2) The interface server is used to receive the EMU receiving, departure and shunting operation plan data from the CCS system. (3) The management server is used to complete the functions of automatic allocation calculation of relevant operation plans, distribution of operation plans, operation driver personnel information and authorization codes, and reception of ground remote cab status. (4) The ground remote cab terminal provides the operation driver with the interface for entering driver information, operation plans and authorization codes. (5) The cab terminal server is used to receive operation plans, operation driver personnel information and authorization codes, complete the operation permission card control and ground remote cab status feedback. Each ground remote cab is equipped with a corresponding ground remote cab terminal and cab terminal server.

[0069] 2. Introduction to the overall workflow.

[0070] like Figure 4 The diagram illustrates the overall working process of the system, which mainly includes: (1) The interface service receives EMU train arrival, departure and shunting plan data.

[0071] (2) The driver team leader enters the information of the drivers and the information of the ground remote driving console on the management terminal.

[0072] (3) The management server reads the work plan data by accessing the database, and automatically calculates the work plan allocation for the EMU by combining the data entered by the management terminal, and forms a work order; the management server sends the allocated work plan, authorization code and personnel information of the work driver to the corresponding driver's terminal server.

[0073] In this embodiment of the invention, the database can be set up separately or integrated into the management server.

[0074] (4) After receiving the work order, the driver enters personal information, work plan information and authorization code on the corresponding ground remote driving terminal.

[0075] (5) The control terminal server determines the control permissions based on the entered information. If the entered information is correct, the control terminal server sends a status indicating correct permissions to the ground remote control, and the ground remote control will be in a controllable state. If the entered information is incorrect, the ground remote control will be in a locked state. At the same time, the control terminal server will also feed back the status of the ground remote control to the management terminal, which will display the normal or abnormal status of the ground remote control.

[0076] II. Detailed introduction of the plan.

[0077] Based on the above introduction, the main components of the system are automatic allocation of work plans, automatic generation of authorization codes, automatic verification of control permissions, and automatic monitoring of the status of the remote ground control station. Among these, automatic allocation of work plans is the core function of the system.

[0078] The information received by the system includes: (1) Data on car receiving, dispatching, and shunting operations from the CCS system. The specific data information is as follows: Train reception operation plan information: train number, train set number, track type, destination track, and scheduled arrival time of the EMU; Departure schedule information: train number, train set number, starting track, track type, and scheduled departure time of the EMU; Shunting operation plan information: train set number, starting track, destination track, and start time of the EMU shunting plan.

[0079] (2) Other information, including: Operation driver personnel information: Number of operation drivers, operation driver ID; Ground remote control information: number of ground remote control stations and their numbers.

[0080] Among them, some information from the CCS system's train reception, departure, and shunting operation plans (train group number and operation plan time), driver information, and ground remote cab information are used for automatic allocation and calculation of operation plans.

[0081] 1. Work schedules are automatically assigned.

[0082] The automatic allocation and calculation of work plans generally consists of three stages: work plan division, division at the ground remote control station, and division of personnel for the work. The overall allocation and calculation process is as follows: Figure 5 As shown.

[0083] (A1) Division of work plans.

[0084] The work plan is divided into two parts: the calculation of the time range of the work plan and the grouping of work plan conflicts.

[0085] (A1.1) Calculation of the time range of the work plan.

[0086] Based on actual on-site operations, the time it typically takes a driver to complete one work plan is K minutes. The time range for each work plan is estimated by combining received, dispatch, and shunting work plans. A detailed calculation flowchart is shown below. Figure 6 As shown, this ultimately forms a list of work schedule time ranges. Figure 6As shown, when the receiving plan, departure plan, and shunting plan are all negative, it indicates that a plan abnormality has occurred. In this case, continue reading the next work plan, or if the current work plan is the last one, end the process. Of course, if a plan abnormality occurs, the CCS system will generate an alarm prompt, but considering that this part belongs to the internal function of the CCS system, it will not be described in detail.

[0087] Figure 6 The process shown is illustrated with an example using K=10.

[0088] (A1.2) Grouping of work schedule conflicts.

[0089] Since only one trainset can be controlled from the ground-based remote control console at a time, and to balance the utilization rate and balanced use of the ground-based remote control console, grouping is performed based on time conflicts in the work plan. Grouping must fully consider maximizing console utilization and ensuring the rationality of plan allocation. The specific process is as follows: (A1.2.1) Sort the calculated work schedule time range list according to the time order from "early to late".

[0090] (A1.2.2) The first work plan (referred to as Plan 1) shall be used as the first plan of the first group (referred to as Group 1). Similarly, in the following description, the second work plan, the third work plan, etc. shall be referred to as Plan 2, Plan 3, etc., and the second group, the third group, etc. shall be referred to as Group 2, Group 3, etc.

[0091] (A1.2.3) Determine whether Plan 2 conflicts with the time range of Plan 1. If there is a conflict, add a new group 2 and place Plan 2 in group 2; if there is no conflict, place Plan 2 in group 1.

[0092] (A1.2.4) Determine whether Plan 3 conflicts with the time range of Plan 1 and Plan 2. If they all conflict, add a new group and place Plan 3 in the new group. If they do not all conflict, determine which part of Plan 1 or Plan 2 Plan 3 conflicts with. If it conflicts with Plan 1, place Plan 3 in the group of Plan 2. If it conflicts with Plan 2, place Plan 3 in the group of Plan 1. If Plan 3 does not conflict with Plan 1 or Plan 2 (Plan 1 and Plan 2 are in the same group), place Plan 3 in the same group as Plan 1 and Plan 2.

[0093] (A1.2.5) Determine whether Plan 4 conflicts with the time range of Plan 1, Plan 2, and Plan 3. If they all conflict, add a new group and place Plan 4 into the new group. If they do not conflict, place Plan 4 into the group with the smallest number of work plans. If Plan 1, Plan 2, and Plan 3 are in the same group, place Plan 4 directly into that group. If they do not all conflict, determine which plans Plan 4 conflicts with and place Plan 4 into the group with the smallest number of non-conflicting work plans.

[0094] (A1.2.6) Determine whether Plan 5 conflicts with the time range of Plan 1, Plan 2, Plan 3, and Plan 4. If they all conflict, add a new group and place Plan 5 in the new group. If they do not conflict, place Plan 5 in the group with the smallest number of work plans. If Plan 1, Plan 2, Plan 3, and Plan 4 are in the same group, place Plan 5 directly in that group. If they do not all conflict, determine which plans Plan 5 conflicts with and place Plan 5 in the group with the smallest number of non-conflicting work plans.

[0095] (A1.2.7) Following the logic above, all work plans are grouped into conflict groups.

[0096] (A2) Division of ground remote control station.

[0097] Based on the aforementioned division of the work plan, the number of conflicting work plan groups is counted, and this number is set as the minimum number of remote ground control stations required for the day. Simultaneously, the remote ground control station numbers are sequentially assigned to each group after the work plan division, meaning each work plan group is assigned a separate remote ground control station.

[0098] (A3) Classification of operation drivers.

[0099] The allocation of operators should meet the following three principles: at the same time, one operator can only operate one ground remote control station; one operator can operate different ground remote control stations at different times; the allocation of operators should take into account the labor intensity of the operators.

[0100] Based on the above principles, the specific procedure for assigning operation drivers is as follows: (A3.1) Calculate the workload of each operator based on the total number of work plans and the number of operators for the day.

[0101] The calculation method is as follows: Where N is the number of work plans, M is the number of drivers working that day, S is the number of work plans per driver, and I is the number of remaining work plans. Indicates the remainder.

[0102] The above formula shows that there are (MI) operators who need to complete S work plans, and I operators who need to complete S+1 work plans.

[0103] (A3.2) Arrangement of operators.

[0104] The arrangement of operators refers to assigning a corresponding number of work plans to operators and designating ground remote control stations. For ease of arrangement, operators and ground remote control stations are usually sorted separately. In the following description, the first operator and the first ground remote control station will be referred to as operator 1 and ground remote control station 1, and the remaining orders will also use a similar abbreviation.

[0105] The specific arrangement is as follows: The work plans of ground remote control station 1 are assigned to work driver 1. If the number of work plans for work driver 1 is less than or equal to the number of work plans for ground remote control station 1, then work driver 1 is assigned to ground remote control station 1. If the number of work plans for work driver 1 is greater than the number of work plans for ground remote control station 1, then work driver 1 is assigned to both ground remote control station 1 and ground remote control station n. Work driver 1 must complete the work plans in ground remote control station n that do not overlap with the work time range of ground remote control station 1, and ultimately satisfy work driver 1's workload (i.e., the number of work plans). All work driver personnel are assigned according to the above logic.

[0106] Through the three steps (A1) to (A3) mentioned above, the work plan is automatically allocated, and the work order is finally generated.

[0107] 2. Automatic generation of authorization codes.

[0108] The system automatically generates an authorization code for each work plan in the work order. The operator will receive the relevant work plan and corresponding authorization code for executing the task, which will be used to determine permission to control the remote control console on the ground.

[0109] 3. Automatic verification of control permissions.

[0110] The operator enters relevant information into the corresponding remote control terminal on the ground according to the work order. The information entered includes: operator information (e.g., username, password); work plan; and work plan authorization code. These three parts are entered step by step under the guidance of the control terminal server.

[0111] Based on the received information, the driver's terminal server determines the control permissions. The overall logic flow is as follows: Figure 7As shown. The driver's terminal server checks the above three types of information step by step. Only after all three types of information pass the check will the operator have the corresponding remote control authority on the ground. If the work plan check fails, the operator will be prompted to re-enter it; if the other two types of information fail the check, an alarm will be issued.

[0112] III. Example Introduction.

[0113] Considering that the core of this invention is the automatic allocation of work plans, relevant examples are provided below for ease of understanding. In the following description: names such as "Train Set 1" and "Train Set 2" are used to replace specific train set numbers; driver numbers are example numbers such as 001 and 002; ground remote control consoles are example numbers such as JST001 and JST002, where JST is the first letter of "control console"; work plans are abbreviated as "Plan 1" and "Plan 2"; and work plan conflict groupings are abbreviated as "Group 1" and "Group 2".

[0114] 1. Information received by the system.

[0115] (1) Receiving, dispatching and shunting operation plan data of CCS system.

[0116] Train reception plan information: EMU 1, 07:26; The above information indicates that EMU 1 arrived at the EMU depot or EMU storage facility at 07:26.

[0117] Train reception plan information: EMU 2, 08:25; The above information indicates that EMU 2 arrived at the EMU depot or EMU storage facility at 08:25.

[0118] Train reception plan information: EMU 3, 07:21; The above information indicates that EMU 3 arrived at the EMU depot or EMU station at 07:21.

[0119] Departure schedule information: EMU 4, 07:00; The above information indicates that EMU 4 departs from the EMU depot or EMU station at 07:00.

[0120] Shunting operation plan information: EMU 5, 06:05; The above information indicates that EMU 5 will begin shunting at 06:05.

[0121] Shunting operation plan information: EMU 6, 07:14; The above information indicates that EMU 6 began shunting at 07:14.

[0122] Shunting operation plan information: EMU 7, 07:05; The above information indicates that EMU 7 began shunting at 07:05.

[0123] Shunting operation plan information: EMU 8, 05:00; The above information indicates that EMU 8 will begin shunting at 05:00.

[0124] Shunting operation plan information: EMU 9, 05:05; The above information indicates that EMU 9 will begin shunting at 05:05.

[0125] Shunting operation plan information: EMU 10, 06:00; The above information indicates that EMU 10 will begin shunting at 06:00.

[0126] Shunting operation plan information: EMU 11, 06:08; The above information indicates that EMU 11 began shunting at 06:08.

[0127] Shunting operation plan information: EMU 12, 07:03; The above information indicates that EMU 12 will begin shunting at 07:03.

[0128] Shunting operation plan information: EMU 13, 05:09; The above information indicates that EMU 13 began shunting at 05:09.

[0129] Shunting operation plan information: EMU 14, 05:20; The above information indicates that EMU 14 began shunting at 05:20.

[0130] (2) Information on the drivers: 5, 001, 002, 003, 004, 005; The above information indicates that there were 5 drivers working on the day, and their driver numbers were 001, 002, 003, 004 and 005 respectively.

[0131] (3) Ground remote control information: 3, JST01, JST02, JST03; The above information indicates that there are a total of 3 ground remote control consoles, numbered JST01, JST02 and JST03.

[0132] 2. Division of work plans.

[0133] (1) Calculation of the time range of the work plan.

[0134] The estimated time ranges for each task are as follows: Train reception schedule information: EMU 1, 07:16-07:26.

[0135] Train reception schedule information: EMU 2, 08:15-08:25.

[0136] Train reception schedule information: EMU 3, 07:11-07:21.

[0137] Departure schedule information: EMU 4, 07:00-07:10.

[0138] Shunting operation plan information: EMU 5, 06:05-06:15.

[0139] Shunting operation plan information: EMU 6, 07:14-07:24.

[0140] Shunting operation plan information: EMU 7, 07:05-07:15.

[0141] Shunting operation plan information: EMU 8, 05:00-05:10.

[0142] Shunting operation plan information: EMU 9, 05:05-05:15.

[0143] Shunting operation plan information: EMU 10, 06:00-06:10.

[0144] Shunting operation plan information: EMU 11, 06:08-06:18.

[0145] Shunting operation plan information: EMU 12, 07:03-07:13.

[0146] Shunting operation plan information: EMU 13, 05:09-05:19.

[0147] Shunting operation plan information: EMU 14, 05:20-05:30.

[0148] (2) Grouping of conflicting work plans.

[0149] The calculated work schedules are sorted according to their start dates, and then numbered as follows: Shunting operation plan information: EMU 8, 5:00-5:10 is Plan 1.

[0150] Shunting operation plan information: EMU 9, 5:05-5:15 is plan 2.

[0151] Shunting operation plan information: EMU 13, 5:09-5:19 is plan 3.

[0152] Shunting operation plan information: EMU 14, 5:20-5:30 is plan 4.

[0153] Shunting operation plan information: EMU 10, 6:00-6:10 is plan 5.

[0154] Shunting operation plan information: EMU 5, 6:05-6:15 is planned as 6.

[0155] Shunting operation plan information: EMU 11, 6:08-6:18 is plan 7.

[0156] Departure schedule information: EMU 4, 7:00-7:10 is scheduled for train 8.

[0157] Shunting operation plan information: EMU 12, 7:03-7:13 is the plan 9.

[0158] Shunting operation plan information: EMU 7, 7:05-7:15 is the planned 10.

[0159] Train reception operation plan information: EMU 3, 7:11-07:21 is the plan 11.

[0160] Shunting operation plan information: EMU 6, 7:14-7:24 is scheduled for 12.

[0161] Train reception operation plan information: EMU 1, 7:16-07:26 is Plan 13.

[0162] Train reception operation plan information: EMU 2, 8:15-08:25 is the scheduled 14.

[0163] The grouping is as follows: Group 1: Plan 1, Plan 4, Plan 7, Plan 10, Plan 13.

[0164] Group 2: Plan 2, Plan 5, Plan 8, Plan 11, Plan 14.

[0165] Group 3: Plan 3, Plan 6, Plan 9, Plan 12.

[0166] 3. Division of ground-based remote control station.

[0167] The number of ground remote control stations is determined based on the number of conflict groups. There are 3 groups in total, therefore 3 ground remote control stations are set up, and the stations are allocated sequentially: Group 1: Plan 1, Plan 4, Plan 7, Plan 10, Plan 13; Assign ground remote control station JST01.

[0168] Group 2: Plan 2, Plan 5, Plan 8, Plan 11, Plan 14; Assign ground remote control station JST02.

[0169] Group 3: Plan 3, Plan 6, Plan 9, Plan 12; Assign ground remote control station JST03.

[0170] 4. Division of personnel for operation drivers.

[0171] According to the operator information, there are a total of 5 operators and 14 work plans. Therefore, 4 operators will each execute 3 work plans, and 1 operator will execute 2 work plans.

[0172] If the work drivers are numbered 001, 002, 003, 004, and 005, then the work drivers will be assigned as follows: Figure 8 As shown. Among them, the work driver numbered 002 completes Plan 10 and Plan 13 of Group 1 and Plan 2 of Group 2, and the time range of their work plans does not conflict; the work driver numbered 004 completes Plan 14 of Group 2 and Plan 3 and Plan 6 of Group 3, and the time range of their work plans does not conflict.

[0173] This results in the work order shown in Table 1.

[0174] Table 1: Work Sheet

[0175] Through the above description of the embodiments, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or by using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the above embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.), including several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0176] Those skilled in the art will understand that, for the sake of convenience and brevity, the above-described division of functional modules is used as an example. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0177] Example 2 The present invention also provides a method for remote driving management of EMU train sets applicable to EMU depots / stations, which is mainly based on the system provided in the foregoing embodiments. The method includes: The driver information and remote control information for the day's operations are entered through the management terminal; The interface server receives operation plan data from the centralized control system of the EMU depot and EMU station. The management server calculates the time range of each work plan based on the work plan data, groups work plans into conflict groups based on whether the time ranges conflict, and combines the information from the ground remote control console and the personnel information of the drivers working on the day to assign each work plan to the corresponding ground remote control console and the corresponding driver. Then, the work plan, the corresponding authorization code, and the personnel information of the corresponding driver are sent to the corresponding console terminal server. The system receives the operator's personnel information, work plan, and authorization code from the operator via a ground-based remote control terminal, and forwards them to the control terminal server. Based on information from the management server and the ground remote cab terminal, the system ultimately determines whether the operator has the authority to operate the ground remote cab.

[0178] Since the technical details of each part involved in this method have been described in detail in the previous embodiments, they will not be repeated here.

[0179] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims. The information disclosed in the background section is intended only to enhance the understanding of the overall background technology of the present invention and should not be construed as an admission or implication in any way that such information constitutes prior art known to those skilled in the art.

Claims

1. A system for remote driving management of EMU train sets in EMU depots / stations, characterized in that, include: The system includes a management terminal, an interface server, a management server, a ground remote control terminal, and a control terminal server. Each ground remote control terminal has a unique ground remote control terminal and a control terminal server. The management terminal is used to input driver information and remote control information for the day's operations; The interface server is used to receive operation plan data from the centralized control system of the EMU depot and EMU yard. The management server is used to calculate the time range of each work plan based on the work plan data, group work plans into conflict groups according to whether the time ranges conflict, and combine the information of the ground remote control console and the personnel information of the drivers on the day to assign each work plan to the corresponding ground remote control console and the corresponding driver. Then, the work plan, the corresponding authorization code and the personnel information of the corresponding driver are sent to the corresponding console terminal server. The ground-based remote control terminal is used to receive the operator's personnel information, work plan, and authorization code input by the operator, and forward them to the control terminal server. The driver terminal server is used to determine whether the corresponding operator has the authority to operate the remote driver terminal based on information from the management server and the ground remote driver terminal.

2. The system for remote driving management of EMU train sets in a depot / station according to claim 1, characterized in that, The time range for each work plan is calculated as follows: Based on the actual on-site operation, the time to complete one operation plan is set to K minutes, and the time range of each operation plan is calculated based on the operation plan data; among which, the operation plan data includes: EMU receiving plan, departure plan and shunting plan data; For the current work plan, determine whether it is a vehicle reception plan. If it is, set the plan time range to [T]. 接 -K,T 接 If it is not a pick-up plan, then determine if it is a departure plan. If it is a departure plan, then set the plan time range to [T]. 发 T 发 +K]; If it is not a departure plan, then determine if it is a shunting plan. If it is a shunting plan, then set the plan time range to [T]. 调 T 调 +K]; where T 接 T represents the scheduled arrival time of the EMU in the train reception operation plan. 发 T represents the scheduled departure time of the high-speed train in the departure operation plan. 调 Indicates the start time of the EMU shunting plan in the shunting operation plan; The same method was used to calculate the time range for all work plans.

3. The system for remote driving management of EMU train sets in a depot / station according to claim 1, characterized in that, The method of grouping work plans for conflict based on whether the time ranges conflict includes: Sort the calculated work schedules by time range from morning to night; The first job plan in the sorting will be the first plan in the first group; Determine whether the time range of the second job plan in the sorting conflicts with that of the first job plan. If there is a conflict, create a new group and put the second job plan into the new group; if there is no conflict, put the second job plan into the first group. Determine if the third job plan in the sorting conflicts with the time range of the first two job plans. If both conflict, create a new group and place the third job plan in the new group. If it conflicts with the first job plan, place the third job plan in the group of the second job plan. If it conflicts with the second job plan, place the third job plan in the group of the first job plan. If the third job plan does not conflict with either the first or the second job plan, and the first or the second job plan also does not conflict, then place all three job plans in the first group. Determine if the fourth task plan in the sorting conflicts with the time range of the first three task plans. If all three conflict, create a new group and place the fourth task plan into the new group. If the fourth task plan does not conflict with any of the first three tasks, place it into the group with the smallest number of task plans. If the first three tasks are in the same group, place the fourth task plan directly into that group. If there are partial conflicts, select the task plans that do not conflict with the fourth task plan and place it into the group with the smallest number of task plans containing the non-conflicting task plans. This process continues until all work plans are placed into their respective groups, thus completing the work plan conflict grouping.

4. A system for remote driving management of EMU train sets in a depot / station, as described in claim 1, characterized in that, The process of combining information from the ground-based remote control console with the information of the drivers working on the day to assign each work plan to the corresponding ground-based remote control console and the corresponding driver includes: Based on the conflict grouping of work plans and the information from the ground remote control station, each work plan is assigned to the corresponding ground remote control station; Based on the number of work plans and the information of the drivers on the day, calculate the number of work plans to be allocated to each driver and assign the corresponding work plan to each driver via the ground remote control console.

5. A system for remote driving management of EMU train sets in a depot / station, as described in claim 4, characterized in that, The process of assigning each work plan to a corresponding ground remote control station based on the work plan conflict grouping and ground remote control station information includes: Based on the grouping of conflicting work plans, the number of groups is counted; Based on information from the ground remote control station, the work plans in each group are assigned to individual ground remote control stations.

6. A system for remote driving management of EMU train sets in a depot / station, as described in claim 4 or 5, characterized in that, The calculation of the number of work plans allocated to each work driver based on the number of work plans and the information of the work drivers for the day includes: The number of work plans assigned to each operator is calculated and expressed as follows: ； Where N is the number of work plans, M is the number of drivers working that day, S is the number of work plans per driver, and I is the number of remaining work plans. Represents the remainder; Based on the above formula, it can be determined that there are (MI) operators who need to complete S work plans, and I operators who need to complete S+1 work plans.

7. A system for remote driving management of EMU train sets in a depot / station, as described in claim 6, characterized in that, The process of assigning corresponding work plans to each operator via a ground-based remote control console includes: Obtain and sort the numbers of each operator, and determine the ground remote control station assigned to each work plan, and sort them according to the numbers of the ground remote control stations. The allocation process begins with the first operator: If the number of work plans allocated to the first operator is less than or equal to the number of work plans allocated to the first ground remote control station, then the first operator is assigned to the first ground remote control station, and work plans are allocated to the first ground remote control station according to the number of work plans allocated to the first operator; if the number of work plans allocated to the first operator is greater than the number of work plans allocated to the first ground remote control station, then the first operator is assigned to both the first ground remote control station and the nth ground remote control station. Simultaneously, work plans from the first ground remote control station are allocated to the first operator, and additional work plans from the nth ground remote control station that do not conflict with the work time range of the first ground remote control station are allocated, until the number of work plans allocated to the first operator is satisfied; where n∈[2,m], and m is the total number of ground remote control stations allocated. For the second operator, if the first operator was assigned to the first ground remote control station, then the remaining work schedule in the first ground remote control station will be assigned to the second operator. If the number of remaining work plans in the first ground remote control station is less than the number of work plans required by the second operator, then the second operator will continue to be assigned to the nth ground remote control station, and work plans with non-conflicting time ranges will be assigned until the number of work plans required by the second operator is met; if the number of remaining work plans in the first ground remote control station is greater than or equal to the number of work plans required by the second operator, then the remaining work plans in the first ground remote control station will be assigned to the second operator according to the number of work plans required by the second operator. Then, using the same logic, the corresponding work plan for each operator is assigned to the ground remote control console.

8. A system for remote driving management of EMU train sets in a depot / station, as described in claim 1, characterized in that, The step of determining whether the corresponding operator has the authority to operate the ground remote control terminal based on information from the management server and the ground remote control terminal includes: Receive the operator information from the ground remote control terminal and determine whether it matches the operator information from the management server. If the operator information matches, determine whether the work plan from the ground remote control terminal matches the work plan from the management server. If the work plan matches, it is determined whether the authorization code from the ground remote control terminal matches the authorization code from the management server. If the authorization codes match, it means that the operator has the authority to operate the ground remote control terminal.

9. A system for remote driving management of EMU train sets in a depot / station according to claim 1, characterized in that, The cockpit terminal server is also used to receive status information fed back from the ground remote cockpit and transmit it to the management server; The management server is also used to display the normal or abnormal status of the ground remote control station based on the received status information.

10. A method for remote driving management of EMU train sets applicable to EMU depots / stations, characterized in that, Based on the system implementation according to any one of claims 1 to 9, the method includes: The driver information and remote control information for the day's operations are entered through the management terminal; The interface server receives operation plan data from the centralized control system of the EMU depot and EMU station. The management server calculates the time range of each work plan based on the work plan data, groups work plans into conflict groups based on whether the time ranges conflict, and combines the information from the ground remote control console and the personnel information of the drivers working on the day to assign each work plan to the corresponding ground remote control console and the corresponding driver. Then, the work plan, the corresponding authorization code, and the personnel information of the corresponding driver are sent to the corresponding console terminal server. The system receives the operator's personnel information, work plan, and authorization code from the operator via a ground-based remote control terminal, and forwards them to the control terminal server. Based on information from the management server and the ground remote cab terminal, the system ultimately determines whether the operator has the authority to operate the ground remote cab.

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