A moving block departure method and a moving block control system

Abstract

The application discloses a kind of mobile block departure method and mobile block control system, same preceding train and subsequent train are respectively stayed in different stockade of station, each the stockade both sides are provided with departure signal, the head of the preceding train and the head of the subsequent train are kept a certain distance between the departure signal in front of head, the confluence point of the different stockade is provided with through signal, the mobile block departure method includes: control the preceding train departs;When it is judged that the tail of the preceding train will cross the through signal, send the subsequent train departure prompt or departure command.The application is under mobile block according to the characteristics of train operation in station and station equipment layout, when it is judged that the tail of the preceding train will cross the through signal, send the subsequent train departure prompt or command in advance, so as to shorten the train tracking time, improve the efficiency of receiving and sending train in station.

Description

Technical Field

[0001] This invention relates to the field of rail transit communication technology, and in particular to a moving block departure method and a moving block control system. Background Technology

[0002] Moving block signaling is a communication-based block system where subsequent trains automatically set their speed based on the distance to the preceding train and route conditions. This system does not have a fixed interval between trains; as long as the braking distance of the following train is ensured plus an appropriate safety distance, train density can be greatly increased, making it widely used, especially in high-density urban rail transit systems.

[0003] Currently, in the CTCS (China Train Control System) framework, all train movement authorization calculations are provided by ground equipment. Specifically, in the CTCS-2 level train control system, train movement authorization is completed by the track circuit. The train's onboard equipment calculates train operation control by receiving low-frequency codes from the track circuit and combining them with ground transponder information. In the CTCS-3 level train control system, train movement authorization is calculated by the RBC (Radio Block Center). The RBC provides track data and movement authorization information to the train's onboard equipment, which calculates the stopping point based on the movement authorization provided by the RBC. In the CTCS-N level train control system (a new type of train control system), the RBC calculates the position of the preceding train and sends movement authorization to the rear of the preceding train, thereby achieving moving block signaling within the station. The specific implementation method is as follows: Figure 1 As shown.

[0004] However, as railways increasingly demand higher operational efficiency, this places greater challenges on stations' train handling capabilities, particularly in the freight rail sector. Typically, in urban rail transit, the distance between a train's stop on the track and the departure signal is less than 10 meters; however, in freight rail, the distance is generally 50 meters. Furthermore, due to the greater difficulty in starting freight trains, the time from train start to arrival at the departure signal is longer. Using existing moving block departure methods results in longer intervals between trains, leading to lower station efficiency and failing to meet the railway's ever-increasing demands for operational efficiency. Summary of the Invention

[0005] The purpose of this invention is to provide a moving block departure method and a moving block control system to address the problem of long departure intervals between two trains and low efficiency in station train reception and departure. Under moving block conditions, based on the operating characteristics of trains within the station and the layout of station equipment, when it is determined that the tail of the preceding train is about to pass the signal, a departure reminder or departure command is issued to the following train in advance, thereby shortening the train tracking time and improving the efficiency of station train reception and departure.

[0006] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0007] The first aspect of the present invention provides a moving block departure method, wherein a leading train and a following train with the same orientation are respectively stationed on different tracks of a station, and a departure signal is provided on both sides of each track. The locomotives of the leading train and the following train maintain a certain distance from the departure signal in front of the locomotives. A passage signal is provided in front of the merging point of the different tracks. The moving block departure method includes:

[0008] Control the departure of the aforementioned lead train;

[0009] When it is determined that the tail of the preceding train is about to pass the passing signal, a departure reminder or departure command is issued to the following train.

[0010] Optionally, determining that the rear of the preceding train is about to pass the passage signal includes:

[0011] When the remaining time before the rear of the leading train passes the passing signal is less than a preset time, it is determined that the rear of the leading train will pass the passing signal.

[0012] Optionally, the preset time is the time taken for the subsequent train to stop in front of the departure signal ahead of the locomotive from the start of the train.

[0013] Optionally, the preset time can be obtained by simulating the operation of the subsequent trains.

[0014] Optionally, the preset time is an additional time for the subsequent train, and the additional time includes:

[0015] The time from when the rear of the leading train passes the passing signal to when the CTC system obtains a section clearing time; the time from when the CTC system issues the departure route for the following train at the departure signal in front of the locomotive to when the departure route is completed; and the time for the train driver and station duty officer to coordinate the train-to-train communication.

[0016] Optionally, the moving block departure method further includes:

[0017] Before issuing a departure notice or departure order to the following train, the following train is granted the authority to move from the front of the following train to the departure signal in front of the front of the train.

[0018] Optionally, issuing the departure reminder or departure command to the subsequent train includes:

[0019] When the following train is driven by a driver, the departure notice is issued to the following train.

[0020] Optionally, issuing the departure reminder or departure command to the subsequent train includes:

[0021] When the following train is in automatic driving mode, the departure command is issued to the following train.

[0022] A second aspect of the present invention provides a moving block control system, comprising:

[0023] Multiple tracks, with leading and following trains heading in the same direction parked on different tracks;

[0024] Departure signals are provided on both sides of each track, and the locomotives of the leading train and the following train maintain a certain distance from the departure signals in front of the locomotives.

[0025] The signal is located in front of the confluence point of the different tracks;

[0026] The CBI (Computer-Based Interlocking) system is communicatively connected to the exit signal and the through signal, and is used to control the exit signal and the through signal.

[0027] The CTC system, which is communicatively connected to the CBI system, is used to manage the departure routes of the departure signal.

[0028] The RBC system is communicatively connected to the leading train, the following train, the CBI system, and the CTC system. The RBC system is used to control the departure of the leading train and to issue a departure prompt or departure command to the following train when it is determined that the tail of the leading train is about to pass the passing signal.

[0029] Optionally, the RBC system is further configured to calculate the remaining time before the rear of the preceding train passes the passing signal, and to determine that the rear of the preceding train will pass the passing signal if the remaining time is less than a preset time.

[0030] Optionally, the RBC system is also used to calculate the time taken for the subsequent train to stop in front of the departure signal ahead of the locomotive from the start of the train, and to use the calculation result as the preset time.

[0031] Optionally, the RBC system obtains the preset time by simulating the operation of the subsequent trains.

[0032] Optionally, the RBC system is further configured to calculate the additional time for the subsequent train and use the additional time as the preset time. The RBC system obtains the additional time by summing the following times:

[0033] The time from when the rear of the leading train passes the passing signal to when the CTC system obtains a section clearing time; the time from when the CTC system issues the departure route for the following train at the departure signal in front of the locomotive to when the departure route is completed; and the time for the train driver and station duty officer to coordinate the train-to-train communication.

[0034] Optionally, the RBC system is used to grant the following train the authority to move from the front of the following train to the departure signal in front of the front of the train before issuing a departure reminder or departure command to the following train.

[0035] Optionally, the RBC system is further configured to determine the driving status of the subsequent train when issuing the departure prompt or the departure command, and to issue the departure prompt to the subsequent train when it is determined that the subsequent train is being driven by a driver.

[0036] Optionally, the RBC system is further configured to determine the driving status of the subsequent train when issuing the departure prompt or the departure command, and to issue the departure command to the subsequent train when it is determined that the subsequent train is in automatic driving mode.

[0037] This invention has at least the following technical effects:

[0038] By issuing departure warnings or orders to following trains in advance when it is determined that the tail of a preceding train is about to pass the signal, the departure interval between preceding and following trains can be reduced, which helps to shorten train tracking time and improve the efficiency of station train reception and departure. Attached Figure Description

[0039] Figure 1 A schematic diagram illustrating the implementation of moving block signaling within a station using existing technology;

[0040] Figure 2 A schematic diagram of a station layout provided according to an embodiment of the present invention;

[0041] Figure 3This is a schematic diagram of the operation of a leading train and a following train according to an embodiment of the present invention;

[0042] Figure 4 This is another operational schematic diagram of a leading train and a following train provided in one embodiment of the present invention;

[0043] Figure 5 This is a schematic flowchart of a moving block departure method provided in an embodiment of the present invention;

[0044] Figure 6 This is a schematic diagram of the control logic of a moving block control system provided in an embodiment of the present invention. Detailed Implementation

[0045] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a further detailed explanation of the moving block departure method and moving block control system proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of this invention. Please refer to the drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0046] As described in the background section, in the existing CTCS-N level train control system, the position of the preceding train is calculated by the Radio Block Center (RBC) system, and based on the position of the preceding train, movement authorizations are sent to the rear of the preceding train to subsequent trains, thereby achieving moving block signaling within the station. The RBC system, or Radio Block Center, can issue train operation permits and train control information to all trains within its jurisdiction based on train position, operation status, track conditions, dispatching orders, and route status. For example, it can command train operation in real time by calculating train positions and sending movement authorizations.

[0047] Specifically, such as Figure 1 As shown, entrance signals S and X are installed at both ends of the station to protect the station, indicate whether trains can enter the station from the section, interlock with opposing routes, and ensure the safety and reliability of the route after the signal is cleared. Entrance signals S and X can be installed at a distance of no less than 50 meters from the tip of the station's entrance turnout (reverse turnout) or the warning marker (forward turnout).

[0048] The station has multiple parallel tracks, each with a departure signal on both sides. These departure signals protect the section and serve as proof of a train's occupation of the section, indicating whether a train can proceed from the station into the section. Specifically, on the side of each track furthest from the arrival signal S, there are departure signals S1, S1II, S3, and S4 corresponding to the arrival signal S; and on the side of each track furthest from the arrival signal X, there are departure signals X1, X1II, X3, and X4 corresponding to the arrival signal X. Train 1, the leading train, is stationed between departure signals S1 and X1; train 2, the following train, is stationed between departure signals S1II and X1II. The locomotives of the leading and following trains maintain a certain distance from the preceding departure signals X1 and X1, respectively.

[0049] A passage signal D4 is installed ahead of the intersection of the track equipped with exit signal X1 and the track equipped with exit signal XII. For example... Figure 1 As shown in the first diagram, to implement moving block signaling within the station, a travel permit is first sent to the leading train, allowing it to pass through departure signal X1. Further, the leading train moves forward and passes through signal D4, as... Figure 1 As shown in the second and third figures, after the leading train passes through signal D4, a train pass is sent to the following train, allowing the following train to pass through departure signal XII.

[0050] like Figure 2 As shown, taking a real-world station as an example. The traction capacity of both the leading train and the following train is 5000t, and the length of both the leading train and the following train is 600 meters; the distance between the locomotive of the leading train and the exit signal X1 is 50 meters; the distance between the locomotive of the following train and the signal XII is 50 meters; all switches are No. 12 switches, and the lateral speed limit is 45km / h; the operating speed of the train entering the section (the rear of the train passes the exit signal S) is 80km / h.

[0051] According to the principle of moving block signaling, after the rear of the leading train passes through signal D4, the distance traveled by the leading train is: the distance between the leading train and the departure signal X1 + the distance from the departure signal X1 to the through signal D4 + the length of the leading train, i.e., 50 meters + 80 meters + 600 meters = 730 meters. Simulation calculations show that the travel time from the start of the leading train to its rear passing through signal D4 is 152 seconds.

[0052] The additional departure time for the following trains after the rear of the leading train has passed signal D4 is shown in Table 1.

[0053]

[0054] Table 1

[0055] In summary, in the prior art, under moving block conditions, the departure interval between the preceding train and the following train is 152 seconds + 25 seconds = 177 seconds.

[0056] To address the problem of long departure intervals in existing technologies, this embodiment provides a moving block departure method, comprising: controlling the departure of the preceding train; and issuing a departure prompt or departure command to the following train when it is determined that the tail of the preceding train is about to pass through signal D4. Figure 3 and Figure 4 As shown, when it is determined that the tail of the leading train is about to pass through signal D4, a departure reminder is issued to the following train in advance, so that the following train departs earlier to shorten the departure interval.

[0057] In addition, to ensure that there is no safety risk in the early departure of the subsequent trains, such as Figure 4 As shown by the dotted line. Before issuing a departure notice or departure command to the following train, the RBC system on the ground can grant the following train the movement authorization to move from the front of the following train to the departure signal XII in front of the front. Because the RBC system grants the movement authorization, the following train will not rush through before the departure signal XII has given the permission signal, thus fully ensuring the operation safety of the preceding train and the following train.

[0058] like Figure 5 As shown, in order to determine whether the tail of the preceding train is about to pass the passage signal, a preset time can be set in advance, and the position of the preceding train and the remaining time for the tail of the preceding train to pass the passage signal D4 can be calculated by the RBC system. When the remaining time for the tail of the preceding train to pass the passage signal D4 is less than the preset time, it can be determined that the tail of the preceding train is about to pass the passage signal D4.

[0059] Specifically, the preset time can be the time it takes for the following train to stop in front of the departure signal XII from the start of its journey. Through simulation calculations of the following train's operation, it can be determined that the time it takes for the following train to move forward 50 meters and then stop is 40 seconds (i.e., the time it takes for the following train to stop in front of the departure signal XII). That is, when the preceding train is in operation, if the RBC system determines that the tail of the preceding train has less than 40 seconds left to pass the D4 signal, it sends a departure reminder or departure command to the following train in advance.

[0060] Alternatively, the preset time can be an additional time for the following train, as shown in Table 1. This additional time includes: the time from when the rear of the preceding train passes signal D4 to when the CTC system obtains a clear section; the time from when the CTC system issues a departure route for the following train at departure signal XII to when the departure route is completed; and the time for train-to-train communication between the following train driver and the station duty officer. As shown in Table 1, the additional time is, for example, 25 seconds. That is, when the preceding train is in operation, if the RBC system determines that the rear of the preceding train has less than 25 seconds to pass signal D4, it sends a departure reminder or departure command to the following train XII in advance.

[0061] Specifically, in order to issue the departure prompt or departure command to the following train, the driving status of the following train can be further determined. When the following train is driven by a driver, the departure prompt is issued to the following train, and the driver of the following train performs the departure operation according to the departure prompt. Alternatively, when the following train is in automatic driving mode, the departure command is issued to the following train, and the departure operation is performed through the automatic driving system of the following train.

[0062] The moving block departure method provided in this embodiment calculates the time it takes for the tail of the preceding train to cross the first section of the track ahead of the following train, based on the operating status of the preceding train (considering its position and speed), and sends a departure reminder to the following train in advance, thereby shortening the departure interval between the preceding and following trains. In case of abnormal situations, such as the preceding train stopping in the preceding section or a track circuit failure in the preceding section (departure signal XII cannot open, and the movement authorization of the following train cannot be extended), the following train will not overshoot its stop when the departure signal XII is not open, ensuring train safety, because the RBC system provides movement authorization. In summary, this solution can shorten the departure interval between the preceding and following trains by at least 25 seconds in existing station conditions.

[0063] It is understandable that, such as Figure 2 As shown, in addition to the passage signal D4 being provided in front of the intersection of the tracks where the leading train and the following train stop, passage signals such as D1, D2, D3 and D5 can also be provided in front of the intersections of the other tracks.

[0064] Although in the above method, the leading train stops on the track between exit signal S1 and exit signal X1, and the following train stops on the track between exit signal SII and exit signal XII, with passing signal D4 as the criterion, the leading and following trains can stop on any of the tracks, as long as they face the same direction. Furthermore, the criterion can be passing signals D1, D2, D3, D4, and D5, or passing signals located in other positions, as needed; this invention does not impose any limitations on this. Moreover, multiple sets of leading and following trains can be simultaneously set up at the same station, with the following train of the previous set serving as the leading train of the next set, thereby further improving the station's train arrival and departure efficiency.

[0065] To implement the moving block departure method described above, a second aspect of this embodiment provides a moving block control system, including multiple tracks, departure signals, through signals, a CBI system, a CTC system, and an RBC system. The CBI system is communicatively connected to the departure signals and the through signals; the CTC system is communicatively connected to the CBI system; and the RBC system is communicatively connected to the preceding train, the following train, the CBI system, and the CTC system. The configuration of the tracks, departure signals, and through signals has been described in detail above and will not be repeated here.

[0066] The main functions of the CTC system include the control and execution of train operation phase plans. It can transmit these plans to the automated control units at each station for autonomous execution, such as handling departure routes for exit signals. Specifically, in this embodiment, as... Figure 6 As shown, the CTC system can send operation plans to the preceding train and the following train through the TSRS (Temporary Speed ​​Restriction Server). After receiving the operation plan, the onboard ATO (Automatic Train Operation) can display it to the driver through the onboard interface.

[0067] Furthermore, the CTC system can first process the departure route of the preceding train's departure signal X1 according to the operation plan. After successful processing, the CBI system (computer interlocking system) used to control the departure signal and the through signal can open the departure signal X1 and send route status information to the RBC system.

[0068] like Figure 6 As shown, the RBC system can be used to control the departure of the leading train and send movement authorization to the leading train through the departure signal X1. The onboard ATP (Automatic Train Protection) of the leading train can calculate the running curve based on the movement authorization and send relevant information to the onboard ATO, thereby realizing the departure of the leading train. At the same time, the RBC system grants the following train movement authorization to move from the locomotive of the following train to the departure signal XII.

[0069] The RBC system can also be used to issue a departure reminder or departure command to the onboard ATP of the following train when it is determined that the tail of the preceding train is about to pass the passing signal, thereby realizing the departure of the following train.

[0070] Furthermore, the RBC system is also used to calculate the remaining time for the rear of the leading train to pass the passing signal based on the real-time position of the leading train, and to determine that the rear of the leading train will pass the passing signal if the remaining time is less than a preset time. Specifically, when the preset time is the time taken for the following train to stop in front of the departure signal ahead of the train, the RBC system can obtain the preset time by simulating the operation of the following train. Alternatively, when the preset time is an additional time for the following train, the RBC system can obtain the preset time by summing up the various components of the additional time.

[0071] Furthermore, the RBC system is also used to determine the driving status of the following train when issuing the departure prompt or the departure command. When it is determined that the following train is driven by a driver, the RBC system issues the departure prompt to the following train. When it is determined that the following train is in automatic driving mode, the RBC system issues the departure command to the following train.

[0072] like Figure 6As shown, after the subsequent train departs, the RBC system can send the status (including position and speed) of the preceding train to the CTC system. After the CTC system determines that the preceding train has passed the passing signal D4, it can open the departure signal XII through the CBI system and send a movement authorization extended to the passing signal D4 to the following train through the RBC system.

[0073] This invention reduces the departure interval between leading and following trains by issuing a departure warning or command in advance when it is determined that the tail of the preceding train is about to pass the signal. This helps to shorten train tracking time and improve the efficiency of station train reception and departure, and represents a significant improvement over existing technologies.

[0074] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0075] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0076] In addition, the functional modules in the various embodiments of this article can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0077] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for moving block departure, in which a preceding train and a following train are respectively stopped on different tracks at a station in the same direction, each of the tracks is provided with an exit signal on both sides, the head of the preceding train and the head of the following train are respectively kept a certain distance from the exit signal in front of the head, and a through signal is provided in front of the meeting point of the different tracks, characterized in that, The moving block departure method comprises: controlling the preceding train to depart; judging that the tail of the preceding train will cross the passing signal machine when the remaining time for the tail of the preceding train to cross the passing signal machine is less than a preset time; issuing a departure prompt or a departure command to the following train when it is judged that the tail of the preceding train will cross the passing signal machine; the preset time is the time consumed by the following train from starting to stopping in front of the departure signal machine in front of the head of the following train or an additional time of the following train, and the additional time comprises: the time from the tail of the preceding train crossing the passing signal machine to the CTC system obtaining a section vacancy; the time from the CTC system issuing a departure route for the departure signal machine in front of the head of the following train to the completion of the departure route; and the train station driver and the station attendant train control time.

2. The moving block departure method of claim 1, wherein, When the preset time is the time consumed by the following train from starting to stopping in front of the departure signal machine in front of the head of the following train, the preset time is obtained by simulating the operation of the following train.

3. The moving block departure method of claim 1, wherein, The moving block departure method further comprises: before issuing the departure prompt or the departure command to the following train, giving the following train a moving authorization from the head of the following train to the departure signal machine in front of the head.

4. The moving block departure method of claim 1, wherein, The issuing of the departure prompt or the departure command to the following train comprises: when the following train is driven by the driver, issuing the departure prompt to the following train.

5. The moving block departure method of claim 1, wherein, The issuing of the departure prompt or the departure command to the following train comprises: when the following train is automatically driven, issuing the departure command to the following train.

6. A moving block control system, comprising: a plurality of tracks, different tracks respectively stopping a preceding train and a following train towards the same direction; a departure signal machine, the departure signal machine being arranged on both sides of each track, and the head of the preceding train and the following train respectively maintaining a certain distance from the departure signal machine in front of the head; a passing signal machine, the passing signal machine being arranged in front of the convergence point of different tracks; a CBI system, the CBI system being in communication connection with the departure signal machine and the passing signal machine, and being used for controlling the departure signal machine and the passing signal machine; a CTC system, the CTC system being in communication connection with the CBI system, and being used for handling a departure route of the departure signal machine; an RBC system, the RBC system being in communication connection with the preceding train, the following train, the CBI system and the CTC system, characterized in that the RBC system is used for controlling the preceding train to depart, the RBC system is further used for calculating the remaining time for the tail of the preceding train to cross the passing signal machine, and judging that the tail of the preceding train will cross the passing signal machine when the remaining time is less than a preset time, and issuing a departure prompt or a departure command to the following train when it is judged that the tail of the preceding train will cross the passing signal machine. The RBC system is further configured to calculate a time consumed by the subsequent train from starting to stopping in front of the departure signal in front of the train head, and take the calculation result as the preset time; or the RBC system is further configured to calculate an additional time of the subsequent train, and take the additional time as the preset time; the RBC system obtains the additional time by adding up the following times: a time from the tail of the preceding train passing the passing signal to the CTC system obtaining a section clearance; a time from the CTC system issuing a departure route for handling the departure signal in front of the train head of the subsequent train to completion of the handling of the departure route; and a train-station joint control time of the driver of the subsequent train and a station attendant.

7. The moving block control system of claim 6, wherein, The RBC system is further configured to calculate a time consumed by the subsequent train from starting to stopping in front of the departure signal in front of the train head by simulating the running of the subsequent train, and take the calculation result as the preset time.

8. The moving block control system according to claim 6, wherein The RBC system is further configured to give the subsequent train a movement authority for moving from the train head of the subsequent train to the departure signal in front of the train head before issuing a departure prompt or a departure command to the subsequent train.

9. The moving block control system of claim 6, wherein, The RBC system is further configured to judge a driving state of the subsequent train when issuing the departure prompt or the departure command, and issue the departure prompt to the subsequent train when judging that the subsequent train is driven by a driver.

10. The moving block control system of claim 6, wherein, The RBC system is further configured to judge a driving state of the subsequent train when issuing the departure prompt or the departure command, and issue the departure command to the subsequent train when judging that the subsequent train is automatically driven.

Images