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GB/T 46097-2025: General technical specification of fully automatic operation system for urban rail transit
---This is an excerpt. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.), auto-downloaded/delivered in 9 seconds, can be purchased online: https://www.ChineseStandard.net/PDF.aspx/GBT46097-2025
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 transit
1 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 communication
3 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
Unit
4 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 Level
5 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.
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