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GB/T 46097-2025: General technical specification of fully automatic operation system for urban rail transit
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GB NATIONAL STANDARD OF THE PEOPLE’S REPUBLIC OF CHINA ICS 45.020 CCS Q 84 General technical specification of fully automatic operation system for urban rail transit Issued on: AUGUST 29, 2025 Implemented on: MARCH 01, 2026 Issued by. State Administration for Market Regulation; National Standardization Administration.
Table of Contents
Foreword... 4 1 Scope... 5 2 Normative references... 5 3 Terms and definitions... 7 4 Abbreviations... 9 5 General requirements... 9 5.1 Grade of automation... 9 5.2 Area of automation... 10 5.3 Train operation mode... 10 5.4 Safety design principles... 10 5.5 Data transmission... 11 5.6 Control levels... 11 5.7 Driving modes... 11 6 System composition... 12 6.1 System division... 12 6.2 System architecture and subsystem composition... 12 7 System functions... 16 7.1 Basic function list... 16 7.2 Train safe movement... 18 7.3 Control of acceleration and braking... 21 7.4 Train control... 22 7.5 Monitoring lines... 30 7.6 Monitoring passenger boarding and alighting... 31 7.7 Emergency detection and handling... 35 7.8 Train management... 48 7.9 Train tracking monitoring... 51 7.10 Remote control... 52 8 System performance... 56 8.1 Reliability, availability, maintainability... 56 General technical specification of fully automatic operation system for urban rail transit1 Scope
This document specifies the general requirements, system composition, system functions, system performance, human-machine interaction, interfaces, power supply, electromagnetic compatibility and protection, environmental conditions for fully automatic operation systems of urban rail transit. This document applies to the design, development, testing, use, maintenance of fully automatic operation systems for fully enclosed urban rail transit lines.2 Normative references
The following documents, through normative references herein, constitute essential provisions of this document. For dated references, only the version corresponding to that date applies to this document; for undated references, the latest version (including all amendments) applies to this document. GB 8702 Controlling limits for electromagnetic environment GB/T 9254.1 Information technology equipment, multimedia equipment and receivers - Electromagnetic compatibility - Part 1.Emission requirements GB/T 9254.2 Information technology equipment, multimedia equipment and receivers - Electromagnetic compatibility - Part 2.Immunity requirements GB/T 12758 General specification of signal system for urban rail transit GB 17625.1 Electromagnetic compatibility - Limits - Part 1.Limits for harmonic current emissions (equipment input current ≤ 16A per phase) GB/T 17626.2 Electromagnetic compatibility - Testing and measurement techniques - Electrostatic discharge immunity test GB/T 17626.3 Electromagnetic compatibility - Testing and measurement techniques - Part 3.Radiated, radio-frequency, electromagnetic field immunity test GB/T 17626.4 Electromagnetic compatibility - Testing and measurement techniques - Electrical fast transient/burst immunity test TB/T 1528.1 Railway signal power supply system equipment - Part 1.General requirements TB/T 2993.1 Railway communication power supply - Part 1.General requirements of power supply system for communication TB/T 2993.2 Railway communication power supply - Part 2.High frequency switching power supply system for communication TB/T 2993.3 Railway communication power supply - Part 3.Uninterruptible power supply equipment for communication3 Terms and definitions
The following terms and definitions apply to this document. 3.1 Communication-based train control A continuous automatic train control system, which is constructed through active train positioning, continuous wireless two-way data communication, onboard and ground computers capable of performing safety functions, without relying on trackside train occupancy detection equipment. 3.2 Fully automatic operation system A system composed of subsystems related to train operation, such as signaling, rolling stock, communication, integrated monitoring, platform screen doors, suitable for fully automatic operation, which achieves reliable and stable operation of the train without driver or crew intervention through the organic linkage between subsystems. 3.3 Grade of automation The level of automation in train operation, which is determined based on the division of responsibilities for basic train operation functions undertaken by operating personnel and the system. 3.4 Unit4 Abbreviations
The following abbreviations apply to this document. AM. Automatic Train Operating Mode ATO. Automatic Train Operation ATP. Automatic Train Protection ATS. Automatic Train Supervision CAM. Creep Automatic Mode CBTC. Communication Based Train Control CCTV. Closed Circuit Television CM. Coded Manual Train Operating Mode EUM. Emergency Unrestricted Manual Train Operating Mode FAM. Fully Automatic Fully Automatic Train Operating Mode FAO. Fully Automatic Operation GOA. Grade of Automation MTBF. Mean Time Between Failures PA. Public Address PIS. Passenger Information System PWM. Pulse Width Modulation RM. Restricted Manual Train Operating Mode RRM. Remote Restricted Train Operating Mode SIL. Safety Integrity Level5 General requirements
5.1 Grade of automation 5.1.1 The train operation automation grade shall reach GOA3 or above. 5.1.2 The system shall be backward compatible with GOA1 and GOA2 functions. 5.1.3 When the highest train operation automation grade is GOA4, the same train shall be able to operate at different automation grades. GOA1, GOA2, GOA3, GOA4. 5.2 Area of automation 5.2.1 The corresponding areas of the main line and wiring harness shall be designated as area of automation; the corresponding areas of the rolling stock depot should preferably be designated as area of automation. 5.2.2 A transition zone shall be set at the boundary between the non-automation area and the automation area; this transition zone shall be on the automation area side. 5.2.3 If the parking and inspection depot, operation depot, train wash depot, throat area of the rolling stock depot are designated as area of automation, the area of automation shall be divided into multiple protection zones; each protection zone shall be equipped with corresponding personnel protection switches. 5.2.4 In the parking and inspection depots and operation depots, main line platforms, main line parking lines of the rolling stock depot that have been designated as area of automation, dormant/awakening zones can be set up. In the dormant/awakening zones, equipment for waking up trains and verifying their initial position shall be installed. 5.3 Train operation mode 5.3.1 The system shall be adaptable to unidirectional and bidirectional operation of trains with different performance and formations. 5.3.2 The system shall be adaptable to the shared-line operation of trains with different performance and formations. 5.4 Safety design principles 5.4.1 Equipment and circuits related to train operation safety in the system shall meet the "fail-safe" principle. 5.4.2 The safety functions and safety integrity levels of equipment in the system shall comply with the provisions of GB/T 28808, GB/T 28809, GB/T 21562. 5.4.3 The system shall follow the fault-oriented safe operation principle and shall have fault recovery capabilities. 5.5 Data transmission 5.5.1 The system's wireless transmission shall adopt continuous bidirectional communication technology. 5.5.2 The system shall achieve transparent transmission based on the IP protocol and shall record the communication status in real time. 5.5.3 When the system exchanges security-related information, the authenticity, integrity, orderliness, real-time performance of the information shall meet the requirements of GB/T 24339. 5.5.4 A security protection strategy shall be formulated; multiple access control security mechanisms at different levels and methods shall be available, meeting the information security protection level requirements specified in GB/T 22239. 5.6 Control levels 5.6.1 The system shall adopt CBTC technology and shall have a continuous communication train control level and an interlocking control level. 5.6.2 The continuous communication train control level shall be the primary level of the system; the interlocking control level shall be the degraded level. 5.7 Driving modes 5.7.1 The system shall have the following driving modes. FAM, AM, CM, RM, EUM. Among them, FAM mode shall be the primary driving mode of the system; the system shall ideally have CAM and RRM modes; AM, CM, RM, CAM, RRM modes shall be degraded driving modes of the system; in EUM mode, the system does not control train operation, meanwhile the driver shall manually drive the train according to the operating procedures. 5.7.2 In FAM mode, fully automatic train operation without driver or conductor intervention shall be achieved within the area of automation under system protection. 5.7.3 In CAM mode, fully automatic speed-limited train operation without conductor intervention shall be achieved within the area of automation, after remote manual operation confirmation under system protection. 5.7.4 In RRM mode, within the area of automation, after remote manual operation confirmation, the train shall operate within the prescribed speed limit within the authorized movement range under system protection. ......Source: Above contents are excerpted from the full-copy PDF -- translated/reviewed by: www.ChineseStandard.net / Wayne Zheng et al.
