GB/T 46097-2025General technical specification of fully automatic operation system for urban rail transit (English PDF)

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

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. ......