Global dispatching management method and system for trains

Abstract

The embodiment of the present application provides a global dispatching management method and system for trains, wherein the method includes: obtaining train operation information by repeating the boundary station located in the co-managed redundant area and containing the system boundary; wherein the system boundary refers to the system boundary between the current train control system and the target train control system; monitoring the trains that have not run to the boundary station through the train operation information; after the train crosses the system boundary through the boundary station, obtaining the control right of the train according to the train operation information to switch the current train control system to the target train control system. The connection and unified dispatching among the national railway network, the urban rail network and the urban rail transit network are realized, the driving control command requirements of the urban rail interconnection and cross-line operation are met, the sharing of line resources and train resources is realized, and the time cost of passengers' travel is reduced.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, for example, to a global dispatching management method and system for trains. Background Art

[0002] At present, there are three typical rail transit network systems in my country, namely the national railway network, the urban rail network and the urban rail transit network. The national railway network adopts the Chinese Train Control System (CTC) system, and the urban rail transit network adopts the Automatic Train Supervision System (ATS) system.

[0003] In the process of implementing the embodiments of the present application, it is found that there are at least the following problems in the related technology:

[0004] With the rapid development of rail transit in my country, trunk railways and urban rail transit have each achieved network operations to varying degrees, but the CTC system and the ATS system are very different, resulting in the inability of national railway trains to run on urban rail lines, and urban rail trains to run on national railway lines. In addition, the CTC system and the ATS system are not suitable for urban rail systems with high speeds, moderate density, and long lines, resulting in each line network forming its own network, the degree of regional rail transit networking is low, and the sharing of line resources and train resources cannot be achieved, which also increases the time cost of passengers' travel. Summary of the invention

[0005] The present application provides a global dispatching management method and system for trains to achieve interconnection and intercommunication among the national railway network, the urban rail network and the urban rail transit network, and meet the driving control and command requirements of trains running across lines.

[0006] According to a first aspect of an embodiment of the present application, a global dispatching management method for trains is provided, comprising:

[0007] The train operation information is obtained by repeating the boundary stations including the system boundary in the co-managed redundant area; wherein the system boundary refers to the system boundary between the current train control system and the target train control system;

[0008] Monitoring trains that have not run to the border station by means of the train operation information;

[0009] After the train passes through the system boundary via the boundary station, the control right of the train is acquired according to the train operation information to switch the current train control system to the target train control system.

[0010] According to a second aspect of an embodiment of the present application, a global dispatching management method for a train is provided, comprising a first NDM system and a second NDM system; wherein the method comprises:

[0011] The train operation information is obtained by repeating the boundary stations located in the co-managed redundant area and including the system boundary; wherein the system boundary refers to the boundary between the first NDM system and the second NDM system;

[0012] Monitoring trains that have not run to the border station by means of the train operation information;

[0013] After the train passes through the system boundary via the boundary station, the control right of the train is acquired according to the train operation information to switch the first NDM system to the second NDM system.

[0014] According to a third aspect of an embodiment of the present application, a global dispatching management system for trains is provided, including:

[0015] The first information acquisition module is configured to acquire train operation information by repeating a boundary station located in a co-managed redundant area and including a system boundary; wherein the system boundary refers to a system boundary between a current train control system and a target train control system;

[0016] A first train monitoring module is configured to monitor trains that have not run to a boundary station through the train running information; wherein the system boundary refers to a system boundary between a current train control system and a target train control system;

[0017] The first control handover module is configured to obtain the control right of the train according to the train operation information after the train passes through the system boundary via the boundary station, so as to switch the current train control system to the target train control system.

[0018] According to a fourth aspect of an embodiment of the present application, a global dispatching management system for trains is provided, comprising a first NDM system and a second NDM system; wherein the system comprises:

[0019] The second information acquisition module is configured to acquire train operation information by repeating a boundary station located in the co-managed redundant area and including a system boundary; wherein the system boundary refers to a boundary between the first NDM system and the second NDM system;

[0020] A second train monitoring module is configured to monitor trains that have not run to a border station through the train running information;

[0021] The second control handover module is configured to obtain the control right of the train according to the train operation information after the train crosses the system boundary via the boundary station, so as to switch the first NDM system to the second NDM system.

[0022] According to a fifth aspect of an embodiment of the present application, a global dispatching management system for trains is provided, including:

[0023] The control center equipment is configured to obtain train operation information through the city dispatch center, the integrated data server and the LTE system indoor equipment;

[0024] The NDM system station equipment is configured to be communicatively connected with the CTC system station equipment and / or the ATS system station equipment;

[0025] The trackside equipment is configured to send the train operation information to the control center equipment.

[0026] According to a sixth aspect of an embodiment of the present application, a global dispatching management system for a train is provided, comprising a processor and a memory storing program instructions, wherein the processor is configured to execute the global dispatching management method for a train as described in the present application when running the program instructions.

[0027] The global dispatching and management method for trains provided in the embodiment of the present application can effectively solve the problems of train command and management on urban lines. By repeating the boundary stations of the current train control system in the co-managed redundant area, trains that have not run to the boundary stations can be monitored. When it is determined that the train has passed the boundary of the current train control system, the target train control system obtains the control right of the train, so that the train is dispatched and governed by the target train control system after obtaining the control right of the train, thereby realizing the connection and unified dispatch among the national railway network, the urban railway network and the urban rail transit network, meeting the train control and command needs of the interconnection and cross-line operation of the urban railway, realizing the sharing of line resources and train resources, and reducing the time cost of passengers' travel. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0029] Figure 1 It is a system environment diagram of the global scheduling management system;

[0030] Figure 2 is a schematic diagram of a global dispatching management method for trains in the present application;

[0031] Figure 3 is a schematic diagram of another global dispatching management method for trains of the present application;

[0032] Figure 4 It is an application schematic diagram of a global scheduling management system of the present application;

[0033] Figure 5 is an application schematic diagram of another global scheduling management system of the present application;

[0034] Figure 6 is a schematic diagram of another global dispatching management method for trains of the present application;

[0035] Figure 7 is an application schematic diagram of another global scheduling management system of the present application;

[0036] Figure 8 is a schematic diagram of a global dispatching management system for trains in the present application;

[0037] Fig. 9 is a schematic diagram of another global dispatching management system for trains of the present application;

[0038] Fig.10 It is a schematic diagram of another global dispatching management system for trains of the present application. DETAILED DESCRIPTION

[0039] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0040] In the existing technology, the national railway network is used to connect important central cities, with a speed target of 250-350km / h, a line operating speed of 300km / h, and an average station spacing of more than 50km; the urban rail network is a public rail transit line within a regional urban agglomeration. It is an electrified passenger railway that operates specifically between adjacent cities and group urban areas. It has a speed target of 160km / h-200km / h, a line length of about 150km, and an average station spacing of about 10km. It has the characteristics of a large average station spacing, a high speed target, a high travel speed, and a moderate traffic density; the urban rail transit network is a public rail transit line within the city, with a speed target of 80km / h-100km / h, a line length of about 30km, and an average station spacing of about 1.2km.

[0041] In the process of implementing this application, the applicant found that different railway networks use different train control systems due to different operational requirements such as speed target values, line lengths, station spacing, and operating intervals. The national railway network mostly uses the CTC system, which has a high average travel speed and can meet the 5-minute operating interval requirement; the urban rail transit network mostly uses the ATS system, which has a lower average travel speed and can meet the 2-minute operating interval requirement. However, the operational requirements of the urban rail are between the national railway and the urban rail transit. Depending on the investment entity and operational requirements, some lines use the national railway train control type, and some lines use the urban rail train control type, resulting in each line network being a separate network, making it impossible to share line resources and train resources, and also increasing the time cost of passengers' travel.

[0042] In view of the above problems, combined with Figure 1 As shown, in an embodiment of the present application, a global dispatching management (Network-based Dispatching Management) system for trains is provided to achieve interconnection and intercommunication among the national railway network, the urban railway network and the urban rail transit network, and meet the driving control and command requirements of trains running across lines. The system includes a control center device, an NDM system station device and a trackside device, wherein the control center device is configured to obtain train operation information through a backbone network through a urban dispatching center, an integrated data server and an LTE system indoor device; the NDM system station equipment is configured to communicate with the CTC system station equipment and / or the ATS system station equipment through a backbone network; and the trackside equipment is configured to send the train operation information to the control center device through wireless communication.

[0043] At the same time, the NDM system of this application has two modes: decentralized autonomous control and emergency station control. The decentralized autonomous control mode is a mode that realizes automatic and manual handling of routes through centralized dispatching equipment; the emergency station control mode is a mode that is separated from the centralized dispatching system control and switched to manual handling at the station interlocking control console when there is a failure of the driving equipment, construction, maintenance or driving organization needs, so as to command and manage the trains and shunting operations within the section under the jurisdiction of the NDM system, and realize the centralized control of railway signal technology equipment through signal equipment such as interlocking, train control and section blocking.

[0044] Combination Figure 2 As shown, an embodiment of the present application provides a global scheduling management method for trains, including:

[0045] Step 201: Acquire train operation information by repeating the boundary stations that include the system boundary in the co-managed redundant area; wherein the system boundary refers to the system boundary between the current train control system and the target train control system.

[0046] In an embodiment of the present application, the current train control system may be a CTC system, an ATS system and an NDM system, and the co-management redundant area refers to an area in which the CTC system and the NDM system are allowed to operate, that is, the CTC system and the NDM system jointly redundancy a co-management area; or, the co-management redundant area refers to an area in which the ATS system and the NDM system are allowed to operate, that is, the ATS system and the NDM system jointly redundancy a co-management area, and a boundary station including the system boundary is arranged in the co-management area.

[0047] In this way, the NDM system of the present application can obtain the train plan information, dispatch command information and line information between the CTC system and the NDM system by duplicating the boundary stations that include the system boundary in the co-managed redundant area, that is, the NDM system copies a copy of the CTC system and displays it in the NDM system; or, by duplicating the train plan information, dispatch command information and line information between the ATS system and the NDM system, that is, the NDM system copies a copy of the ATS system and displays it in the NDM system, thereby realizing the mutual connection between the CTC system, the ATS system and the NDM system with the NDM system as the intermediate connection point.

[0048] Step 202: Monitor the trains that have not run to the border stations through the train operation information.

[0049] In an embodiment of the present application, when a train is located at the boundary of the CTC system or at the boundary station of the ATS system, but has not passed the boundary between the CTC system and the NDM system, or has not passed the boundary between the ATS system and the NDM system, the train is still dispatched and governed by the CTC system, the ATS system or the NDM system, and correspondingly, the NDM system, the CTC system or the ATS system only monitors the train that has not run to the boundary station through the train plan information, dispatch command information and line information; wherein the boundary station is a train station at the junction of the CTC system and the NDM system, or a train station at the junction of the ATS system and the NDM system, so that the CTC system or the ATS system can be monitored through the NDM system to prepare for the automatic switching of the subsequent train operation control system.

[0050] Step 203: After the train passes through the system boundary via the boundary station, the control right of the train is acquired according to the train operation information to switch the current train control system to the target train control system.

[0051] In an embodiment of the present application, after determining that the train has passed through the system boundary between the CTC system and the NDM system, or after passing through the system boundary between the ATS system and the NDM system, based on the train operation information, the CTC system transfers the control right to the NDM system, or the ATS system transfers the control right to the NDM system, or the NDM system transfers the control right to the CTC system or the ATS system, so as to achieve switching between different transportation networks and unified control of train shunting operations.

[0052] The global dispatching and management method for trains provided in the embodiment of the present application can effectively solve the problems of train command and management on urban lines. By repeating the boundary stations of the current train control system in the co-managed redundant area, trains that have not run to the boundary stations can be monitored. When it is determined that the train has passed the boundary of the current train control system, the target train control system obtains the control right of the train, so that the train is dispatched and governed by the target train control system after obtaining the control right of the train, thereby realizing the connection and unified dispatch among the national railway network, the urban railway network and the urban rail transit network, meeting the train control and command needs of the interconnection and cross-line operation of the urban railway, realizing the sharing of line resources and train resources, and reducing the time cost of passengers' travel.

[0053] Optionally, combined Figure 3 As shown, obtaining the control right of the train according to the train operation information to switch the current train control system to the target train control system includes:

[0054] Step 301: When the current train control system is a CTC system, the CTC system is switched to an NDM system according to the train plan information, dispatching command information and line information.

[0055] In an embodiment of the present application, the first switching mode of the present application may be: when the train has not reached the boundary station, the CTC system is responsible for dispatching and management, and the NDM system of the urban railway only has monitoring rights; after the train crosses the system boundary, the control right is transferred from the CTC system to the NDM system, and the NDM system is responsible for dispatching and management.

[0056] Step 302: When the current train control system is the ATS system, the ATS system is switched to the NDM system according to the train plan information, dispatch command information and line information.

[0057] In an embodiment of the present application, the second switching mode of the present application may be: when the train has not run to the boundary station, the ATS system is responsible for dispatching and management, and the NDM system of the urban railway only has monitoring rights; after the train crosses the system boundary, the control right is transferred from the ATS system to the NDM system, and the NDM system is responsible for dispatching and management.

[0058] Step 303: When the current train control system is the NDM system, the NDM system is switched to the CTC system or the ATS system according to the train plan information, the dispatching command information and the line information.

[0059] In an embodiment of the present application, the third switching mode of the present application may be: when the train has not run to the boundary station, the urban railway NDM system is responsible for dispatching and jurisdiction, and the ATS system or CTC system only has monitoring rights; after the train crosses the system boundary, the control right is transferred from the urban railway NDM system to the ATS system or CTC system, and the ATS system or CTC system is responsible for dispatching and jurisdiction.

[0060] In this way, by taking the urban rail NDM system as the axis, the transition between the national railway network, the urban rail network and the urban rail transit network is achieved, which can better meet the operational needs of urban rail transit and realize a reliable global dispatching system.

[0061] In a practical application of the present application, Figure 4 As shown, the NDM system of the urban railroad sets up a co-managed redundant area in the CTC system of the trunk intercity railway. There is a train station at the boundary of the co-managed redundant area close to the CTC system. The CTC system and the NDM system exchange train plan information, dispatch command information and line information. When the train does not run to the boundary station, the CTC system is responsible for dispatching and the NDM system of the urban railroad has only monitoring rights. After the train crosses the system boundary, the control right is transferred from the CTC system to the NDM system, and the NDM system is responsible for dispatching and governing.

[0062] In another practical application of the present application, Figure 5 As shown, the NDM system of the urban railroad sets up a co-managed redundant area in the ATS system of the trunk intercity railway. There is a train station at the boundary of the co-managed redundant area close to the ATS system. The ATS system and the NDM system exchange train plan information, dispatch command information and line information. When the train does not run to the boundary station, the NDM system of the urban railroad is responsible for dispatching and management, and the ATS system only has monitoring rights. After the train crosses the system boundary, the control right is transferred from the NDM system of the urban railroad to the ATS system, and the NDM system is responsible for dispatching and management.

[0063] Combination Figure 6 As shown, an embodiment of the present application provides a global dispatching management method for trains, including a first NDM system and a second NDM system, wherein the method includes: including:

[0064] Step 601: Acquire train operation information by repeating the boundary stations including the system boundary in the co-managed redundant area; wherein the system boundary refers to the boundary between the first NDM system and the second NDM system.

[0065] In an embodiment of the present application, in order to ensure comprehensive coverage of the urban rail, the NDM systems of the two urban rails may also be interconnected, and the second NDM system may redundancy a portion of the first NDM system. The second NDM system may obtain the train plan information, dispatch command information and line information between the first NDM system and the second NDM system by duplicating a train station located at the boundary of the first NDM system in the co-managed redundant area, that is, the second NDM system copies a copy of the first NDM system and displays it in the second NDM system.

[0066] Step 602: Monitor the trains that have not run to the border stations through the train operation information.

[0067] In an embodiment of the present application, when a train is at a boundary station of the first NDM system but has not passed the boundary between the first NDM system and the second NDM system, the train is still dispatched and governed by the first NDM system. Correspondingly, the second NDM system only monitors the train that has not run to the boundary station through the train plan information, dispatch command information and line information.

[0068] Step 603: After the train passes through the system boundary via the boundary station, the control right of the train is acquired according to the train operation information to switch the first NDM system to the second NDM system.

[0069] In an embodiment of the present application, when it is determined that a train passes through the boundary between the first NDM system and the second NDM system, the first NDM system transfers control to the second NDM system based on the train operation information, so as to unify the control of the switching between the NDM systems of the two urban railways and the shunting operations of the train.

[0070] In this way, the connection between multiple NDM systems can be better achieved, meeting the needs of all-round coverage of urban rail.

[0071] In another practical application of the present application, Figure 7As shown, the first NDM system and the second NDM system of the present application jointly set up a co-managed redundant area, in which a border station including the system boundary is set up, and the first NDM system and the second NDM system exchange train plan information, dispatch command information and line information. When the train does not run to the border station, the first NDM system is responsible for dispatching and jurisdiction, and the second NDM system only has monitoring rights; after the train crosses the system boundary through the border station, the control right is transferred from the border station to the second NDM system, and the second NDM system is responsible for dispatching and jurisdiction.

[0072] Combination Figure 8 As shown, the embodiment of the present application provides a global dispatching management system for trains, including:

[0073] The first information acquisition module 801 is configured to acquire train operation information by repeating a boundary station located in a co-managed redundant area and including a system boundary; wherein the system boundary refers to a system boundary between a current train control system and a target train control system;

[0074] The first train monitoring module 802 is configured to monitor the trains that have not run to the border station through the train running information;

[0075] The first control handover module 803 is configured to obtain the control right of the train according to the train operation information after the train passes through the system boundary via the boundary station, so as to switch the current train control system to the target train control system.

[0076] Optionally, the first information acquisition module 801 is specifically configured to:

[0077] Obtain train plan information, dispatch order information and line information between the CTC system and the NDM system; or,

[0078] Obtain train plan information, dispatching command information and line information between the ATS system and the NDM system.

[0079] Optionally, the first train monitoring module 802 is specifically configured to:

[0080] The train plan information, dispatch command information and line information are used to monitor trains that have not run to the boundary station; wherein the boundary station is a train station at the junction of the CTC system and the NDM system, or a train station at the junction of the ATS system and the NDM system.

[0081] Optionally, the first control handover module 803 is specifically configured to:

[0082] In the case where the current train control system is a CTC system, switching the CTC system to an NDM system according to the train plan information, the dispatching command information and the line information;

[0083] In the case where the current train control system is an ATS system, switching the ATS system to an NDM system according to the train plan information, dispatching command information and line information;

[0084] In the case where the current train control system is the NDM system, the NDM system is switched to the CTC system or the ATS system according to the train plan information, dispatching command information and line information.

[0085] The global dispatching and management method for trains provided in the embodiment of the present application can effectively solve the problems of train command and management on urban lines. By repeating the boundary stations of the current train control system in the co-managed redundant area, trains that have not run to the boundary stations can be monitored. When it is determined that the train has passed the boundary of the current train control system, the target train control system obtains the control right of the train, so that the train is dispatched and governed by the target train control system after obtaining the control right of the train, thereby realizing the connection and unified dispatch among the national railway network, the urban railway network and the urban rail transit network, meeting the train control and command needs of the interconnection and cross-line operation of the urban railway, realizing the sharing of line resources and train resources, and reducing the time cost of passengers' travel.

[0086] Combination Fig. 9 As shown, the embodiment of the present application provides another global dispatching management system for trains, including:

[0087] The second information acquisition module 901 is configured to acquire train operation information by repeating a boundary station located in the co-managed redundant area and including a system boundary; wherein the system boundary refers to a boundary between the first NDM system and the second NDM system;

[0088] The second train monitoring module 902 is configured to monitor the trains that have not run to the border station through the train running information;

[0089] The second control handover module 903 is configured to obtain the control right of the train according to the train operation information after the train crosses the system boundary via the boundary station, so as to switch the first NDM system to the second NDM system.

[0090] In this way, the connection between multiple NDM systems can be better achieved, meeting the needs of all-round coverage of urban rail.

[0091] like Fig.10As shown, an embodiment of the present application also provides a global dispatching management system for trains, including a processor 100 and a memory 101 storing program instructions, wherein the processor is configured to execute the above-mentioned global dispatching management method for trains when running the program instructions.

[0092] Specifically, Fig.10 As shown, the processor 100 and the memory 101 are connected via a bus 103 and communicate with the outside via a communication interface 102 .

[0093] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of complete hardware embodiments, complete software embodiments, or embodiments in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiments of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.

[0094] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0095] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0096] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0097] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0098] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0099] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0100] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0101] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A global dispatching management method for trains, characterized in that: include: Obtain train operation information by repeating the boundary stations located in the shared redundant area including the system boundary; Among them, the system boundary refers to the system boundary between the current train control system and the target train control system. The train control system includes the CTC system, the ATS system and the NDM system; the CTC system is the system adopted by the national railway network, the ATS system is the system adopted by the urban rail transit network, and the NDM system is the system adopted by the urban rail network; the NDM system includes control center equipment, NDM system station equipment and trackside equipment. The control center equipment is configured to obtain train operation information through the backbone network through the urban dispatching center, the integrated data server and the LTE system indoor equipment; the NDM system station equipment is configured to communicate with the CTC system station equipment and / or the ATS system station equipment through the backbone network; the trackside equipment is configured to send the train operation information to the control center equipment through wireless communication; the train operation information is used to monitor trains that have not run to the boundary station; After the train passes through the system boundary via the boundary station, obtaining the control right of the train according to the train operation information to switch the current train control system to the target train control system; Re-display of boundary stations located within the shared redundancy area that includes the system boundary, including: The NDM system copies a CTC system and displays it in the NDM system, or the NDM system copies a ATS system and displays it in the NDM system.

2. The global scheduling management method according to claim 1, characterized in that: The co-managed redundant area refers to an area where the operation of the CTC system and the NDM system is allowed, or an area where the ATS system and the NDM system are allowed.

3. The global scheduling management method according to claim 2, characterized in that: By repeating the boundary stations located in the shared redundant area and including the system boundary, train operation information is obtained, including: Replay the CTC system through the NDM system to obtain the train plan information, dispatching order information and line information between the CTC system and the NDM system; or The ATS system is repeated through the NDM system to obtain train plan information, dispatching command information and line information between the ATS system and the NDM system.

4. The global scheduling management method according to claim 3, characterized in that: The train operation information is used to monitor the trains that have not run to the border station, including: The train plan information, dispatch command information and line information are used to monitor trains that have not run to the boundary station; wherein the boundary station is a train station at the junction of the CTC system and the NDM system, or a train station at the junction of the ATS system and the NDM system.

5. The global scheduling management method according to claim 3, characterized in that: Acquiring control of the train according to the train operation information to switch the current train control system to the target train control system includes: In the case where the current train control system is a CTC system, switching the CTC system to an NDM system according to the train plan information, the dispatching command information and the line information; In the case where the current train control system is an ATS system, switching the ATS system to an NDM system according to the train plan information, dispatching command information and line information; In the case where the current train control system is the NDM system, the NDM system is switched to the CTC system or the ATS system according to the train plan information, dispatching command information and line information.

6. The global scheduling management method according to claim 1, characterized in that: The NDM system includes a first NDM system and a second NDM system, and the co-managed redundant area also includes an area where the first NDM system and the second NDM system are allowed to operate; wherein the method further includes: The train operation information is obtained by repeating the boundary station located in the co-managed redundant area and including the boundary of the first NDM system and the second NDM system; Monitoring trains that have not run to the border station by means of the train operation information; After the train passes through the system boundary via the boundary station, the control right of the train is acquired according to the train operation information to switch the first NDM system to the second NDM system.

7. A global dispatching management system for trains, characterized in that: include: The first information acquisition module is configured to obtain train operation information by repeating the boundary stations located in the co-managed redundant area and including the system boundary; wherein the system boundary refers to the system boundary between the current train control system and the target train control system, and the train control system includes the CTC system, the ATS system and the NDM system; the CTC system is the system adopted by the national railway network, the ATS system is the system adopted by the urban rail transit network, and the NDM system is the system adopted by the urban rail network; the NDM system includes control center equipment, NDM system station equipment and trackside equipment, and the control center equipment is configured to obtain train operation information through the backbone network through the urban dispatching center, the integrated data server and the LTE system indoor equipment; the NDM system station equipment is configured to communicate with the CTC system station equipment and / or the ATS system station equipment through the backbone network; the trackside equipment is configured to send the train operation information to the control center equipment through wireless communication; Re-display of boundary stations located within the shared redundancy area that includes the system boundary, including: The NDM system copies a copy of the CTC system and displays it in the NDM system, or the NDM system copies a copy of the ATS system and displays it in the NDM system; A first train monitoring module is configured to monitor trains that have not run to a boundary station through the train running information; wherein the system boundary refers to a system boundary between a current train control system and a target train control system; The first control handover module is configured to obtain the control right of the train according to the train operation information after the train passes through the system boundary via the boundary station, so as to switch the current train control system to the target train control system.

8. The global scheduling management system according to claim 7, characterized in that: The NDM system includes a first NDM system and a second NDM system, and the co-managed redundant area also includes an area that allows the operation of the first NDM system and the second NDM system; wherein the system further includes: The second information acquisition module is configured to acquire train operation information by repeating a boundary station located in the co-managed redundant area and including a boundary between the first NDM system and the second NDM system; A second train monitoring module is configured to monitor trains that have not run to a border station through the train running information; The second control handover module is configured to obtain the control right of the train according to the train operation information after the train crosses the system boundary via the boundary station, so as to switch the first NDM system to the second NDM system.

9. A global dispatching management system for trains, comprising a processor and a memory storing program instructions, characterized in that: The processor is configured to execute the global scheduling management method for trains according to any one of claims 1 to 6 when running the program instructions.

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