EP3763598A1

EP3763598A1 - Centralized train dispatch control system and control method

Info

Publication number: EP3763598A1
Application number: EP19810213.9A
Authority: EP
Inventors: Guimin ZHAO; Feng Lin; Lijun Wang; Feng Wei; Jianxin Chen; Kenan LIU; Meihong Wang; Hanbing Li
Original assignee: CRSC Research and Design Institute Group Co Ltd
Current assignee: CRSC Research and Design Institute Group Co Ltd
Priority date: 2018-05-31
Filing date: 2019-05-29
Publication date: 2021-01-13
Also published as: CN108749859A; EP3763598A4; CN108749859B; WO2019228394A1

Abstract

Provided are a centralized train dispatch control system and a control method thereof. The system comprises: a railway terminal for controlling a traffic operation; an electricity maintenance terminal for providing control of station electricity maintenance; and a railway management terminal for providing management control of station information data. The railway terminal, the electricity maintenance terminal, and the railway management terminal of the present disclosure are designed, according to a station control function, to perform distributed operations, so as to improve execution efficiency. A special signaling format has also been designed to control mode switching between the railway terminal and a dispatch center, thereby improving efficiency and accuracy when switching control modes.

Description

This application claims priority of the Chinese patent application entitled "Centralized Train Dispatch Control System and Control Method" filed to the Patent Office of China on May 31, 2018, with the Application No. 201810551289.4 , the disclosure of which is incorporated herein by reference in its entirety.

TECHNICAL FIELD

The present disclosure relates to the technical field of train control, and more particularly, to a centralized train dispatch control system and a control method.

BACKGROUND

In order to improve China's public transportation capacity, China has built high-speed railways and intercity railways on a large scale in recent years; at present, China's high-speed railway operating mileage has become the first in the world, and in the next few years, the number will still be constantly refreshed.
At present, the railway includes three basic parts: (1) a set of railway infrastructures, including rails, turnouts, communication systems and control systems; (2) transport vehicles, including locomotives and vehicles; and (3) personnel who operate and maintain the railway or train attendants. Usually an advanced dispatch system uses each of the three parts to allocate personnel, locomotives and vehicles to different sections of rails and allow them to drive on the rails under conditions that avoid collisions, so as to allow the railway system to distribute personnel and goods to different destinations. A basic limitation of the existing system is lack of actual control of train driving.
Work of a dispatcher in an existing operating system is usually setting signals on the rail repeatedly at intervals to indirectly control the train in general, while an engineer who operates the train actually controls the train. Because dispatching is largely authority of the engineer, it is difficult to maintain a very accurate dispatch table.
Centralized dispatch is a system technology that uses telecommand and telecontrol technologies to implement remote control of driving dispatch, and is an important means of modernizing command of rail transportation and production. Centralized dispatch has a significant effect of reducing staff and increasing efficiency, which can effectively improve production efficiency of railway transportation; and therefore, centralized dispatch systems are widely used in developed countries in the world. Japan's centralized dispatch operating mileage reaches 26,000 kilometers, accounting for nearly 90% of a total operating mileage; a centralized dispatch center of the United States of America has a control range reach 7.2 kilometers; France's high-speed railways, Canada's and North America's heavy haul transportation have all implemented integrated command and dispatch. Even India and South Korea, also have 70% to 80% of their lines implement centralized dispatch control.
However, terminal functions of stations in the prior art are too concentrated, which affects execution efficiency; and during control mode switching, there is no special signaling format in the prior art, which results in low mode switching efficiency and is likely to cause train accidents.

SUMMARY

With respect to the above-described technical problems, the present disclosure proposes a centralized train dispatch control system, the system comprising:
A railway terminal for controlling a traffic operation;

An electricity maintenance terminal for providing control of station electricity maintenance; and
A railway management terminal for providing management control of station information data.

Further, the controlling a traffic operation includes:

Station traffic operation plan management: sending, by a dispatch center, a traffic operation plan to the railway terminal; and receiving, by the railway terminal, the traffic operation plan and then displaying the same in real time;
Running log generation: generating, by an autonomous machine, time report information, and sending the same to the railway terminal; and filling, by the railway terminal, the same in corresponding train information to generate the running log;
Stage plan and dispatch command signing: signing on the railway terminal, after the railway terminal receives the stage plan and the dispatch command sent by the dispatch center, and returning signing information to the dispatch center;
Inter-station transparent display: receiving, by the railway terminal, station-yard device status information of the present station and a neighboring station from the autonomous machine, and displaying the same in real time;
Station control mode switching: the railway terminal and the dispatch center interacting to complete control mode switching;
Route sequence control: receiving, by the railway terminal, route sequence information sent by the autonomous machine, and displaying the same; operating the route sequence on the railway terminal, and returning an operation result to the autonomous machine for execution;
Button control: there being an operation button on the railway terminal; generating a corresponding operation command through the operation button; and sending, by the railway terminal, the operation command to the autonomous machine for execution.

Further, a specific operation of the railway terminal and the dispatch center interacting to complete control mode switching is: initiating a control mode switching request on the railway terminal to the dispatch center; receiving, by the dispatch center, the control mode switching request and sending a control mode switching permission message to the railway terminal; completing, by the railway terminal, control mode switching after receiving the control mode switching permission message; or, sending, by the dispatch center, a control mode switching command to the railway terminal; and sending, by the railway terminal, after receiving the control mode switching command, a control mode switching confirmation message to the dispatch center, to complete control mode switching.
Further, an operation performed on the route sequence on the railway terminal includes at least one of deletion, modification, and route triggering.
Further, the control mode switching request includes: a station ID for request initiation, a railway terminal ID, a current control mode and a target control mode; the control mode switching permission message includes: a station ID for request initiation, a railway terminal ID and data of whether to permit.
Further, the control mode switching command includes: a station ID for the mode switching command, a railway terminal ID, a current control mode and a target control mode; the control mode switching confirmation message includes: a station ID, a railway terminal ID and data of whether to confirm switching.
Further, before sending the control mode switching command to the railway terminal, the dispatch center sends a control mode query command to the railway terminal, for obtaining a control mode of the railway terminal.
Further, the control mode query command includes: a station ID for query and a railway terminal ID.
Further, the providing control of station electricity maintenance includes:

Device status supervision: receiving, by the electricity maintenance terminal, device status information and displaying the same in real time;
Log record and query: receiving, by the electricity maintenance terminal, device log information and displaying the same in real time, and storing the log record for query;
Relevant operation data input and maintenance: inputting relevant operation data on the electricity maintenance terminal, and storing, by the electricity maintenance terminal, for query and display.

Further, the providing management control of station information data includes:

Storing, by the railway management terminal, station transportation management data and working rules of railway station on the railway management terminal, for query and display;
Carrying out construction and/or fault handling registration and cancellation request operations on the railway management terminal; sending, by the dispatch center, after examination, an examination result to the railway management terminal; and displaying and storing, by the railway management terminal, the examination result for query.

The present disclosure further proposes a control method of a centralized train dispatch control system, the control system comprising: a railway terminal for controlling a traffic operation; an electricity maintenance terminal for providing control of station electricity maintenance; and a railway management terminal for providing management control of station information data; the method comprising:

Receiving, by the railway terminal, a traffic operation plan sent by a dispatch center; displaying, by the railway terminal, the traffic operation plan in real time after receiving the traffic operation plan;
Receiving, by the railway terminal, time report information generated by an autonomous machine; filling, by the railway terminal, the same in corresponding train information to generate a running log;
Signing on the railway terminal, after the railway terminal receives the stage plan and the dispatch command sent by the dispatch center, and returning signing information to the dispatch center;
Receiving, by the railway terminal, station-yard device status information of the present station and a neighboring station from the autonomous machine, and displaying the same in real time;

The railway terminal and the dispatch center interacting to complete control mode switching;
Receiving, by the railway terminal, route sequence information sent by the autonomous machine, and displaying the same; operating the route sequence on the railway terminal, and returning an operation result to the autonomous machine for execution;
Generating, by the railway terminal, a corresponding operation command through an operation button thereon; and sending, by the railway terminal, the operation command to the autonomous machine for execution.
Further, a specific operation of the railway terminal and the dispatch center interacting to complete control mode switching is: initiating a control mode switching request on the railway terminal to the dispatch center; receiving, by the dispatch center, the control mode switching request and sending a control mode switching permission message to the railway terminal; completing, by the railway terminal, control mode switching after receiving the control mode switching permission message; or, sending, by the dispatch center, a control mode switching command to the railway terminal; and sending, by the railway terminal, after receiving the control mode switching command, a control mode switching confirmation message to the dispatch center, to complete control mode switching.
Further, an operation performed on the route sequence on the railway terminal includes at least one of deletion, modification, and route triggering.
Further, the control mode switching request includes: a station ID for request initiation, a railway terminal ID, a current control mode and a target control mode; the control mode switching permission message includes: a station ID for request initiation, a railway terminal ID and data of whether to permit.
Further, the control mode switching command includes: a station ID for the mode switching command, a railway terminal ID, a current control mode and a target control mode; the control mode switching confirmation message includes: a station ID, a railway terminal ID and data of whether to confirm switching.
Further, before sending the control mode switching command to the railway terminal, the dispatch center sends a control mode query command to the railway terminal, for obtaining a control mode of the railway terminal.
Further, the control mode query command includes: a station ID for query and a railway terminal ID.
Further, the method further comprises:

Receiving, by the electricity maintenance terminal, device status information and displaying the same in real time;
Receiving, by the electricity maintenance terminal, device log information and displaying the same in real time; and storing a log record for query;
Inputting relevant operation data on the electricity maintenance terminal; and storing, by the electricity maintenance terminal, for query and display.

Further, the method further comprises:

Technical effects of the present disclosure are that: the railway terminal, the electricity maintenance terminal, and the railway management terminal are designed, according to a station control function, to perform distributed operations, so as to improve execution efficiency. A special signaling format has also been designed to control mode switching between the railway terminal and the dispatch center, thereby improving efficiency and accuracy when switching control modes.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a structural diagram of a centralized train dispatch control system according to the present disclosure; and
FIG. 2 is a flow chart of a control method of a centralized train dispatch control system according to the present disclosure.

DESCRIPTION OF THE EMBODIMENTS

Hereinafter, detailed description will be provided in conjunction with FIG. 1 to FIG. 2.
FIG. 1 shows a centralized train dispatch control system according to the present disclosure, the system comprising:

A railway terminal 1 for controlling a traffic operation;
An electricity maintenance terminal 2 for providing control of station electricity maintenance; and
A railway management terminal 3 for providing management control of station information data.

The railway terminal 1, the electricity maintenance terminal 2 and the railway management terminal 3 all adopt industrial-grade computers in terms of hardware; the railway terminal 1 is a core component of the control system, so it adopts a dual-machine hot standby mode and is configured with dual-screen display. A station of a centralized dispatch section should be set up with a watcher railway terminal; a large station with a signaler post should be set up with a signaler railway terminal; and these are all specific use modes of the railway terminal 1.
The railway terminal 1 is mainly used for controlling the traffic operation, and a control operation thereof mainly includes:
Station traffic operation plan management: sending, by a dispatch center, a traffic operation plan to the railway terminal 1; and receiving, by the railway terminal 1, the traffic operation plan and then displaying the same in real time; wherein, the dispatch center is generally set up by region, for example, corresponding dispatch centers are set up by China Railway in respective railway bureaus, and the dispatch centers also communicate with each other, circulating a real-time running status of a train.
Running log generation: generating, by an autonomous machine, time report information, and sending the same to the railway terminal 1; and filling, by the railway terminal 1, the same in corresponding train information to generate the running log; wherein, the running log is generally stored in a background server for subsequent investigation and research; and the running log may be used for big data processing, for improvement of departure efficiency, etc.
Stage plan and dispatch command signing: signing, by the railway terminal 1, after receiving the stage plan and the dispatch command sent by the dispatch center, and returning signing information to the dispatch center; that is, confirming to the dispatch center, that the corresponding data has been received.
Inter-station transparent display: receiving, by the railway terminal 1, station-yard device status information of the present station and a neighboring station from the autonomous machine, and displaying the same in real time;
Station control mode switching: the railway terminal 1 and the dispatch center interacting to complete control mode switching; wherein, there may be various control modes, such as a central control mode, a station control mode, and a station shunting mode.
Route sequence control: receiving, by the railway terminal 1, route sequence information sent by the autonomous machine, and displaying the same; operating the route sequence on the railway terminal 1, wherein, an operation performed on the route sequence on the railway terminal 1 includes at least one of deletion, modification, and route triggering; and returning an operation result to the autonomous machine for execution. The signaler railway terminal may supply a busy board interface as needed, display and set an operation status and a track anti-slip mark, etc., by means of a track view; and the route sequence may be manually triggered on the interface.
Button control: there being an operation button on the railway terminal 1; generating a corresponding operation command through the operation button; and sending, by the railway terminal 1, the operation command to the autonomous machine for execution.
The railway terminal 1 and the dispatch center interacting to complete control mode switching may be performed either actively or passively, as shown below, a specific operation of the railway terminal 1 and the dispatch center interacting to complete control mode switching is: initiating a control mode switching request on the railway terminal 1 to the dispatch center; receiving, by the dispatch center, the control mode switching request and sending a control mode switching permission message to the railway terminal 1; completing, by the railway terminal 1, control mode switching after receiving the control mode switching permission message; or, sending, by the dispatch center, a control mode switching command to the railway terminal 1; and sending, by the railway terminal 1, after receiving the control mode switching command, a control mode switching confirmation message to the dispatch center, to complete control mode switching.
A focus of the present disclosure is design of a signaling format for control mode switching between the railway terminal and the dispatch center; this is also a core invention point of the present disclosure, which improves efficiency and accuracy of control mode switching.
Generally, the control mode switching request at least includes: a station ID for request initiation, a railway terminal ID, a current control mode and a target control mode; the control mode switching permission message at least includes: a station ID for request initiation, a railway terminal ID and data of whether to permit. A feasible embodiment is that: the control mode switching request has a length of 144 bits, where: 0 bit to 63 bit represent the station ID for request initiation, 64 bit to 127 bit represent the railway terminal 1ID, 128 bit to 135 bit represent the current control mode, and 136 bit to 143 bit represent the target control mode; the control mode switching permission message has a length of 136 bits, where, 0 bit to 63 bit represent the station ID for request initiation, 64 bit to 127 bit represent the railway terminal 1ID, and 128 bit to 135 bit represent the data of whether to permit.
When 128 bit to 135 bit of the control mode switching permission message are all 1, it indicates that control mode switching is permitted to be performed; otherwise, control mode switching is not permitted to be performed.
The control mode switching command at least includes: a station ID for the mode switching command, a railway terminal ID, a current control mode and a target control mode; the control mode switching confirmation message includes: a station ID, a railway terminal ID and data of whether to confirm switching. A feasible embodiment is that: the control mode switching command has a length of 144 bits, where: 0 bit to 63 bit represent the station ID for the mode switching command, 64 bit to 127 bit represent the railway terminal 1ID, 128 bit to 135 bit represent the current control mode, and 136 bit to 143 bit represent the target control mode; the control mode switching confirmation message has a length of 136 bits, where, 0 bit to 63 bit represent the station ID, 64 bit to 127 bit represent the railway terminal 1ID, and 128 bit to 135 bit represent the data of whether to confirm switching.
When 128 bit to 135 bit of the control mode switching confirmation message sent by the railway terminal 1 are all 1, it indicates that control mode switching is confirmed to be performed; otherwise, control mode switching will not be performed.
Before sending the control mode switching command to the railway terminal 1, the dispatch center sends a control mode query command to the railway terminal 1, for obtaining a control mode of the railway terminal 1. The control mode query command at least includes: a station ID for query and a railway terminal ID. A feasible embodiment is that: the control mode query command has a length of 128 bits, where, 0 bit to 63 bit represent the station ID for query, and 64 bit to 127 bit represent the railway terminal ID. The railway terminal 1 returns the control mode of the railway terminal 1 to the dispatch center by using a control mode query response command. A feasible embodiment is that: the control mode query response command has a length of 72 bits, where, 0 bit to 63 bit represent the railway terminal 1ID, and 128 bit to 135 bit represent a current control mode of the railway terminal 1. (This part is a query receipt of the railway terminal to the dispatch center, that is, the "control mode query response command" is the query receipt, that is, the information returned by the railway terminal).
In specific actual use, a CRC check bit may be added to the above-described signaling to ensure accuracy of information transmission; CRC check is well known in the art; a focus of the present disclosure is a format of the above-described signaling, the CRC only needs to be added to a last field, and no details will be repeated here.
The electricity maintenance terminal 2 is used for providing control of station electricity maintenance; and control functions it provides are as follows:
Device status supervision: receiving, by the electricity maintenance terminal 2, device status information and displaying the same in real time; so as to facilitate staff to check the device status and ensure stability of device operation.
Log record and query: receiving, by the electricity maintenance terminal 2, device log information and displaying the same in real time, and storing the log record for query; wherein, it is used for recording logs such as repair, maintenance and running of the device, for query and use.
Relevant operation data input and maintenance: inputting relevant operation data on the electricity maintenance terminal 2, and storing, by the electricity maintenance terminal 2, for query and display.
The railway management terminal 3 is used for providing management control of station information data, and a main operation thereof includes:

Storing, by the railway management terminal 3, station transportation management data and working rules of railway station on the railway management terminal 3, for query and display;
Carrying out construction and/or fault handling registration and cancellation request operations on the railway management terminal 3; sending, by the dispatch center, after examination, an examination result to the railway management terminal 3; and displaying and storing, by the railway management terminal 3, the examination result for query.

FIG. 2 of the present disclosure shows a control method of a centralized train dispatch control system, the control system comprising: a railway terminal for controlling a traffic operation; an electricity maintenance terminal for providing control of station electricity maintenance; and a railway management terminal for providing management control of station information data; the method comprising:

S1: receiving, by the railway terminal, a traffic operation plan sent by a dispatch center; displaying, by the railway terminal, the traffic operation plan in real time after receiving the traffic operation plan;
S2: receiving, by the railway terminal, time report information generated by an autonomous machine; filling, by the railway terminal, the same in corresponding train information to generate a running log;
S3: signing on the railway terminal, after the railway terminal receives the stage plan and the dispatch command sent by the dispatch center, and returning signing information to the dispatch center;
S4: receiving, by the railway terminal, station-yard device status information of the present station and a neighboring station from the autonomous machine, and displaying the same in real time;
S5: the railway terminal and the dispatch center interacting to complete control mode switching;
S6: receiving, by the railway terminal, route sequence information sent by the autonomous machine, and displaying the same; operating the route sequence on the railway terminal, and returning an operation result to the autonomous machine for execution;
S7: generating, by the railway terminal, a corresponding operation command through an operation button thereon; and sending, by the railway terminal, the operation command to the autonomous machine for execution.

The railway terminal, the electricity maintenance terminal and the railway management terminal all adopt industrial-grade computers in terms of hardware; the railway terminal 1 is a core component of the control system, so it adopts a dual-machine hot standby mode and is configured with dual-screen display. A station of a centralized dispatch section should be set up with a watcher railway terminal; a large station with a signaler post should be set up with a signaler railway terminal; and these are all specific use modes of the railway terminal.
The train dispatch center is generally set up by region, for example, corresponding dispatch centers are set up by China Railway in respective railway bureaus, and the dispatch centers also communicate with each other, circulating a real-time running status of a train.
The running log in step S2 is generally stored in a background server for subsequent investigation and research; and the running log may be used for big data processing, for improvement of departure efficiency, etc.
The signing information in step S3 is used for confirming to the dispatch center that the corresponding data has been received.
In step S5, there may be various control modes, such as a central control mode, a station control mode, and a station shunting mode.
In step S6, an operation performed on the route sequence on the railway terminal includes at least one of deletion, modification, and route triggering; and an operation result is returned to the autonomous machine for execution. The signaler railway terminal may supply a busy board interface as needed, display and set an operation status and a track anti-slip mark, etc., by means of a track view; and the route sequence may be manually triggered on the interface.
The railway terminal and the dispatch center interacting to complete control mode switching may be performed either actively or passively, so a specific operation of step S5 may be as follows: a specific operation of the railway terminal and the dispatch center interacting to complete control mode switching is: initiating a control mode switching request on the railway terminal to the dispatch center; receiving, by the dispatch center, the control mode switching request and sending a control mode switching permission message to the railway terminal; completing, by the railway terminal, control mode switching after receiving the control mode switching permission message; or, sending, by the dispatch center, a control mode switching command to the railway terminal; and sending, by the railway terminal, after receiving the control mode switching command, a control mode switching confirmation message to the dispatch center, to complete control mode switching.
Generally, the control mode switching request at least includes: a station ID for request initiation, a railway terminal ID, a current control mode and a target control mode; the control mode switching permission message at least includes: a station ID for request initiation, a railway terminal ID and data of whether to permit. A feasible embodiment is that: the control mode switching request has a length of 144 bits, where: 0 bit to 63 bit represent the station ID for request initiation, 64 bit to 127 bit represent the railway terminal 1ID, 128 bit to 135 bit represent the current control mode, and 136 bit to 143 bit represent the target control mode; the control mode switching permission message has a length of 136 bits, where, 0 bit to 63 bit represent the station ID for request initiation, 64 bit to 127 bit represent the railway terminal 1ID, and 128 bit to 135 bit represent the data of whether to permit.
When 128 bit to 135 bit of the control mode switching permission message are all 1, it indicates that control mode switching is permitted to be performed; otherwise, control mode switching is not permitted to be performed.
The control mode switching command at least includes: a station ID for the mode switching command, a railway terminal ID, a current control mode and a target control mode; the control mode switching confirmation message includes: a station ID, a railway terminal ID and data of whether to confirm switching. A feasible embodiment is that: the control mode switching command has a length of 144 bits, where: 0 bit to 63 bit represent the station ID for the mode switching command, 64 bit to 127 bit represent the railway terminal 1ID, 128 bit to 135 bit represent the current control mode, and 136 bit to 143 bit represent the target control mode; the control mode switching confirmation message has a length of 136 bits, where, 0 bit to 63 bit represent the station ID, 64 bit to 127 bit represent the railway terminal 1ID, and 128 bit to 135 bit represent the data of whether to confirm switching.
When 128 bit to 135 bit of the control mode switching confirmation message sent by the railway terminal 1 are all 1, it indicates that control mode switching is confirmed to be performed; otherwise, control mode switching will not be performed.
Before sending the control mode switching command to the railway terminal 1, the dispatch center sends a control mode query command to the railway terminal 1, for obtaining a control mode of the railway terminal 1. The control mode query command at least includes: a station ID for query and a railway terminal ID. A feasible embodiment is that: the control mode query command has a length of 128 bits, where, 0 bit to 63 bit represent the station ID for query, and 64 bit to 127 bit represent the railway terminal ID. The railway terminal 1 returns the control mode of the railway terminal 1 to the dispatch center by using a control mode query response command. A feasible embodiment is that: the control mode query response command has a length of 72 bits, where, 0 bit to 63 bit represent the railway terminal 1ID, and 128 bit to 135 bit represent a current control mode of the railway terminal 1. (This part is a query receipt of the railway terminal to the dispatch center, that is, the "control mode query response command" is the query receipt, that is, the information returned by the railway terminal).
The control method further comprises:
Receiving, by the electricity maintenance terminal, device status information and displaying the same in real time; so as to facilitate staff to check the device status and ensure stability of device operation.
Receiving, by the electricity maintenance terminal, device log information and displaying the same in real time, and storing the log record for query; wherein, it is used for recording logs such as repair, maintenance and running of the device, for query and use.
Inputting relevant operation data on the electricity maintenance terminal, and storing, by the electricity maintenance terminal, for query and display.
The control method further comprises:

The method as described in FIG. 2 of the present disclosure may be implemented by a computer program; or the computer program may also be stored on a storage medium, and a processor reads the computer program from the storage medium and executes the corresponding method.
Finally, it should be noted that, the above embodiments are only illustrative rather than limitative of the technical solutions of the present disclosure; although the present disclosure has been described in detail with reference to the above-described embodiments, those skilled in the art should understand that: modifications or equivalent substitutions may still be made to the present disclosure, and any modification or partial substitution without departing from the spirit and scope of the present disclosure should all be covered within the protection scope of the claims of the present disclosure.

Claims

A centralized train dispatch control system, comprising:
a railway terminal for controlling a traffic operation;

an electricity maintenance terminal for providing control of station electricity maintenance; and

a railway management terminal for providing management control of station information data.
The control system according to claim 1, wherein, the controlling a traffic operation includes:
station traffic operation plan management: sending, by a dispatch center, a traffic operation plan to the railway terminal; and receiving, by the railway terminal, the traffic operation plan and then displaying the same in real time;

running log generation: generating, by an autonomous machine, time report information, and sending the same to the railway terminal; and filling, by the railway terminal, the same in corresponding train information to generate the running log;

stage plan and dispatch command signing: signing on the railway terminal, after the railway terminal receives the stage plan and the dispatch command sent by the dispatch center, and returning signing information to the dispatch center;

inter-station transparent display: receiving, by the railway terminal, station-yard device status information of the present station and a neighboring station from the autonomous machine, and displaying the same in real time;

station control mode switching: the railway terminal and the dispatch center interacting to complete control mode switching;

route sequence control: receiving, by the railway terminal, route sequence information sent by the autonomous machine, and displaying the same; operating the route sequence on the railway terminal, and returning an operation result to the autonomous machine for execution;

button control: there being an operation button on the railway terminal; generating a corresponding operation command through the operation button; and sending, by the railway terminal, the operation command to the autonomous machine for execution.
The control system according to claim 2, wherein, a specific operation of the railway terminal and the dispatch center interacting to complete control mode switching is: initiating a control mode switching request on the railway terminal to the dispatch center; receiving, by the dispatch center, the control mode switching request and sending a control mode switching permission message to the railway terminal; completing, by the railway terminal, control mode switching after receiving the control mode switching permission message; or, sending, by the dispatch center, a control mode switching command to the railway terminal; and sending, by the railway terminal, after receiving the control mode switching command, a control mode switching confirmation message to the dispatch center, to complete control mode switching.
The control system according to claim 1, wherein, an operation performed on the route sequence on the railway terminal includes at least one of deletion, modification, and route triggering.
The control system according to claim 3, wherein, the control mode switching request includes: a station ID for request initiation, a railway terminal ID, a current control mode and a target control mode; the control mode switching permission message includes: a station ID for request initiation, a railway terminal ID and data of whether to permit.
The control system according to claim 3, wherein, the control mode switching command includes: a station ID for the mode switching command, a railway terminal ID, a current control mode and a target control mode; the control mode switching confirmation message includes: a station ID, a railway terminal ID and data of whether to confirm switching.
The control system according to claim 6, wherein, before sending the control mode switching command to the railway terminal, the dispatch center sends a control mode query command to the railway terminal, for obtaining a control mode of the railway terminal.
The control system according to claim 7, wherein, the control mode query command includes: a station ID for query and a railway terminal ID.
The control system according to claim 1, wherein, the providing control of station electricity maintenance includes:
device status supervision: receiving, by the electricity maintenance terminal, device status information and displaying the same in real time;

log record and query: receiving, by the electricity maintenance terminal, device log information and displaying the same in real time, and storing the log record for query;

relevant operation data input and maintenance: inputting relevant operation data on the electricity maintenance terminal, and storing, by the electricity maintenance terminal, for query and display.
The control system according to claim 1, wherein, the providing management control of station information data includes:
storing, by the railway management terminal, station transportation management data and working rules of railway station on the railway management terminal, for query and display;

carrying out construction and/or fault handling registration and cancellation request operations on the railway management terminal; sending, by the dispatch center, after examination, an examination result to the railway management terminal; and displaying and storing, by the railway management terminal, the examination result for query.
A control method of a centralized train dispatch control system, the control system comprising: a railway terminal for controlling a traffic operation; an electricity maintenance terminal for providing control of station electricity maintenance; and a railway management terminal for providing management control of station information data; the method comprising:
receiving, by the railway terminal, a traffic operation plan sent by a dispatch center; displaying, by the railway terminal, the traffic operation plan in real time after receiving the traffic operation plan;

receiving, by the railway terminal, time report information generated by an autonomous machine; filling, by the railway terminal, the same in corresponding train information to generate a running log;

signing on the railway terminal, after the railway terminal receives the stage plan and the dispatch command sent by the dispatch center, and returning signing information to the dispatch center;

receiving, by the railway terminal, station-yard device status information of the present station and a neighboring station from the autonomous machine, and displaying the same in real time;

the railway terminal and the dispatch center interacting to complete control mode switching;

receiving, by the railway terminal, route sequence information sent by the autonomous machine, and displaying the same; operating the route sequence on the railway terminal, and returning an operation result to the autonomous machine for execution;

generating, by the railway terminal, a corresponding operation command through an operation button thereon; and sending, by the railway terminal, the operation command to the autonomous machine for execution.
The method according to claim 11, wherein, a specific operation of the railway terminal and the dispatch center interacting to complete control mode switching is: initiating a control mode switching request on the railway terminal to the dispatch center; receiving, by the dispatch center, the control mode switching request and sending a control mode switching permission message to the railway terminal; completing, by the railway terminal, control mode switching after receiving the control mode switching permission message; or, sending, by the dispatch center, a control mode switching command to the railway terminal; and sending, by the railway terminal, after receiving the control mode switching command, a control mode switching confirmation message to the dispatch center, to complete control mode switching.
The method according to claim 11, wherein, an operation performed on the route sequence on the railway terminal includes at least one of deletion, modification, and route triggering.
The method according to claim 12, wherein, the control mode switching request includes: a station ID for request initiation, a railway terminal ID, a current control mode and a target control mode; the control mode switching permission message includes: a station ID for request initiation, a railway terminal ID and data of whether to permit.
The method according to claim 12, wherein, the control mode switching command includes: a station ID for the mode switching command, a railway terminal ID, a current control mode and a target control mode; the control mode switching confirmation message includes: a station ID, a railway terminal ID and data of whether to confirm switching.
The method according to claim 15, wherein, before sending the control mode switching command to the railway terminal, the dispatch center sends a control mode query command to the railway terminal, for obtaining a control mode of the railway terminal.
The method according to claim 16, wherein, the control mode query command includes: a station ID for query and a railway terminal ID.
The method according to claim 11, further comprising:
receiving, by the electricity maintenance terminal, device status information and displaying the same in real time;

receiving, by the electricity maintenance terminal, device log information and displaying the same in real time; and storing a log record for query;

inputting relevant operation data on the electricity maintenance terminal; and storing, by the electricity maintenance terminal, for query and display.
The method according to claim 11, further comprising:
storing, by the railway management terminal, station transportation management data and working rules of railway station on the railway management terminal, for query and display;

carrying out construction and/or fault handling registration and cancellation request operations on the railway management terminal; sending, by the dispatch center, after examination, an examination result to the railway management terminal; and displaying and storing, by the railway management terminal, the examination result for query.