CJ/T 3027.1-1993 Urban public transport signal system - light rail transit CJ/T3027.1-93
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Engineering Construction Standard Full Text Information System
People's Republic of China Urban Construction Industry Standard CJ/T3027.1-93
Urban Public Transportation Signal System
Light Rail Transit
Signal system for urban public transportationLight rail transitConstruction Standard
1994-01-07Release
Ministry of Construction of the People's Republic of China
Engineering Construction Standard Full Text Information System
1994-07-01Implementation
Engineering Construction Standard Full Text Information System
People's Republic of China Urban Construction Industry Standard Urban Public Transportation Signal System-Light Rail TransitSignal system for urban public transportationLight rail transitCJ/T3027.1-93
Subject Content and Scope of Application
This standard specifies the terminology, system classification, working environment and basic technical requirements of light rail transit signal system. This standard applies to DC electric traction light rail transit signal system. 2 Reference Standards
TB454 Terminology of Railway Signals.
3 Terms
Light Rail Traffic Signals
General term for technologies used in light rail transportation systems to manually or automatically implement train command and train interval control.
2 Automatic Train Monitoring.
Automatically implement train operation monitoring.
3 Automatic Train Monitoring
Automatically implement train command control and monitoring. Automatic Train Protection
Automatically implement train overspeed protection control under the driver's driving conditions. 3.5
5 Computer Interlocking
Electrical centralized interlocking implemented by computer for the main interlocking relationship. 3.6
Fixed Interval Control
Interval control running at intervals of several fixed block sections. 3.7 Mobile Interval Control
Interval control running at intervals of train safety braking distance. 3.8 Track loop
A loop laid between tracks for detecting train positions and transmitting information. 3.9
Target speed
Before the train enters the block section ahead, it shall reach the permissible speed specified in the block section. 3.10
For other terms, see TB454.
Engineering Construction Standards Full Text Information System Approved by the Ministry of Construction of the People's Republic of China on January 7, 1994
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4: Basic requirements
4.1 The signal system shall ensure driving safety, improve transportation efficiency and improve the working conditions of relevant operating personnel.
4.2 The design of the signal system shall be technologically advanced, economically reasonable, safe, reliable and coordinated. 4.3 The signal system software and hardware equipment involved in driving safety must comply with the principle of fault safety. 4.4 The signal system should have protection performance against electrical and other interference. 4.5 The signal system should have high reliability, availability and maintainability.
4.6 The equipment, technical indicators and system interfaces used in the signal system should comply with relevant national standards or regulations. 4.7 Signal equipment shall not intrude into the relevant limits of light rail transportation and shall be coordinated with the city's appearance and landscape. Equipment working environment conditions
Refer to Table 1 for equipment working environment conditions. The vibration and impact conditions of on-board equipment shall comply with the provisions of light rail vehicle equipment.
Equipment type
Working environment
Temperature (℃)
Relative humidity
(+25℃)%
Atmospheric pressure
kpa (2500m above sea level)
Frequency (Hz)
Acceleration (m/s)
Time (ms）
Acceleration (m/s*)
Equipment inside the box
-25~60
Outdoor equipment
-25~70
Equipment working environment conditions
Without air conditioning
With air conditioning
-25~55
-26~70
Note: For equipment in some extremely cold, humid and hot areas and equipment with special requirements for environmental conditions, appropriate measures should be taken to ensure the normal operation of the equipment.
6 System classification
6.1 Signal systems are generally divided into:
Automatic train monitoring;
Automatic block;
In-car signal and automatic parking;
Automatic train protection;
Automatic train operation;
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8. Interlocking equipment,
h. Crossing signal
6.2 The signal system should be selected according to the operating conditions such as running interval, train speed and train formation. 7 Automatic train monitoring
7.1 Basic functions
7.1.1 Train tracking and train identification display. 7.1.2 Monitor the train running position and signal equipment status. 7.1.3 Record train operation performance.
7.1.4 Other monitoring functions
7.2 Technical requirements
7.2.1 The automatic train monitoring system can be used in conjunction with train occupancy detection and interlocking equipment. 7.2.2 The automatic train monitoring system is generally monitored centrally by the train operation command center. 7.2.3
The automatic train monitoring system uses computer technology and can be equipped with the following equipment: a.
Analog display panel or screen display equipment;
Train operation performance recording equipment.
7.2.4 The data transmission of the automatic train monitoring system shall meet the following requirements: a.
The system capacity, information transmission speed and transmission distance shall meet the operational requirements b. Information transmission shall have error control capabilities. 7.2.5 The monitoring scope and content of the automatic train monitoring system shall comply with the following provisions: The sections and stations within the dispatching section shall be monitored centrally, and the yard is generally not fully monitored. 7.2. 5. 1
Monitoring content
Station: signal opening, route opening status, track occupancy, train identification number and others; yard: entry and exit signal opening, relevant section occupancy and others; section: line occupancy and train identification number: c.
Record train operation performance.
7.2.6 The automatic train monitoring system and the interface of train occupancy detection and interlocking equipment should have reliable electrical isolation. 8 Automatic train monitoring
Basic functions
Automatically and manually arrange routes.
Train tracking and train identification indication.
Monitor train operation position and signal equipment status. 8.1.3
Prepare and manage train operation diagrams or timetables. 8.1.4
Train operation adjustment.
8.1.6 Record train operation performance.
8.1.7 Record and count vehicle operation data. 8.1.8
Advance passenger guidance information.
Train monitoring simulation.
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8.1.10 System fault alarm and recovery processing. 8.1.11 Other monitoring functions.
8.2 Technical requirements
8.2.1 The train automatic monitoring system should be used in combination with train occupancy detection and interlocking equipment, or directly realize the interlocking function. 8.2.2 The train automatic monitoring system generally adopts the following control methods: a. The train operation command center centrally controls and monitors, and the system can be transferred to the remote control of the train dispatcher or the station control: b. The train operation command center centrally monitors and the station decentralized automatic control, and the system can be transferred to the station control. 8.2.3 The train automatic monitoring system should be computer controlled and meet the following requirements: a. The train control center and station computers generally adopt redundant working mode, and manual and automatic switching is preferred. The system should maintain normal monitoring during switching;
b. In addition to the necessary peripherals, the train automatic monitoring system computer should be equipped with a dedicated command terminal for train control, various printing and train operation performance recording equipment in the train control center. 8.2.4 The train automatic monitoring display equipment should use analog display panels or screen displays, and should meet the following requirements: a. The analog display panel should use light strip display; b. The screen display can be switched manually and automatically. 8.2.5 The data transmission of the train automatic monitoring system should meet the following requirements: a. The system capacity, data transmission speed and transmission distance should meet the operational requirements; b. Data transmission should have error control capabilities; c. The data transmission channel should have redundant functions and can be switched automatically and manually. 8.2.6 Control scope and display of train automatic monitoring system 8.2.6.1 The train automatic monitoring system shall control the routes and signals of the sections and stations within the dispatching section, as well as the signals for the yard to send trains to the dispatching section.
8.2.6.2 The train automatic monitoring system monitors the following contents: Station: signal opening, route opening status, track and line occupancy, train identification number and others; a.
b. Yard: entry and exit signal opening, relevant section occupancy and others; c Section: line occupancy and train identification number. 8.2.7 The interface between the train automatic monitoring system and the train occupancy detection and interlocking equipment shall meet the following requirements: The control of the route shall be consistent with the station control mode; a.
b. The output duration of the control command shall ensure the reliable operation of the interlocking equipment; c. The interface with the interlocking equipment shall have reliable electrical isolation. 9 Automatic block
9.1 Basic functions
9.1.1 Detect the occupied and idle status of the section. 9.1.2 Realize train interval control.
9.1.3 Provide in-car signal information.
9.2 Technical requirements
9.2.1 Automatic block generally adopts fixed interval control. 9.2.2 Double-track sections generally adopt single-direction automatic block, and single-track two-way operation sections should adopt two-way automatic block. Engineering Construction Standard Full Text Information System
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9.2.3 Automatic block circuits and equipment must comply with the principle of fail-safe. 9.2.4 Automatic block equipment for two-way operation must ensure that under no circumstances, two opposite directions of operation shall not be opened at the same time.
The division of automatic block sections shall be determined based on train traction calculations, driving intervals and other requirements. 9.2.6 The length of the automatic block section shall meet the maximum braking distance of the train. 9.2.7 Automatic block shall have the necessary fault monitoring and alarm functions. 10 In-car signals and automatic parking
10.1 Basic functions
10.1.1 Continuously display signals that match the ground information to indicate the train is running. 10.1.2 If the driver does not brake according to the parking signal within the specified time, the train will be forced to stop automatically. 10.2 Technical requirements
10.2.1 In-car signal equipment should be used in combination with automatic parking equipment. When the automatic parking equipment fails, it should not affect the normal use of the in-car signal equipment.
10.2.2 In-car signals and automatic parking equipment must comply with the principle of failure-to-safety. 10.2.3 In-car signal equipment should ensure stable and reliable operation and have strong anti-interference ability. Under no circumstances should an upgraded display be generated.
10.2.4 In-car signal equipment must meet the requirements of safety and reliability, and be equipped with fault supervision indication. 10.2.5 The basic display of in-vehicle signals shall comply with the following provisions: 10.2.5.1 Meaning of signal display
a. Green means running at the specified speed;
Yellow means running at the speed limit;
Half yellow/half red means ready to stop;
Red means forced stop
White means no ground information is received.
10.2.5.2 In the following cases, the in-vehicle signal shall be displayed; a. When the in-vehicle signal displays the stop signal, if no ground information is received, the red light shall be kept displayed; b. When the in-vehicle signal displays the permission signal, if no ground information is received or the train is running in the no-information section, the white light shall be displayed.
10.2.6 The automatic parking device shall sound an audible alarm when the in-vehicle signal displays the speed limit and stop signal. If the driver does not press the alert button within the specified time, the emergency brake shall be applied to stop the vehicle. When the in-vehicle signal displays the red light, the emergency brake shall be applied immediately.
Automatic parking shall not be released midway during emergency braking, and operation can only be resumed after manual unlocking after parking. 10.2.7
10.2.8 The automatic parking device shall automatically cut off the alarm in the following cases: a. The signal inside the car changes to a permissible display;
b. The driver takes braking measures.
10.2.9 The automatic parking device shall not affect the driver's normal braking measures. 10.2.10 The automatic parking sound alarm and the signal display device inside the car shall be easy for the driver to confirm. 10.2.11 Automatic parking and the signal inside the car shall play a control role in the automatic block section and the station main line. Engineering Construction Standard Full Text Information System
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11 Automatic Train Protection
11.1 Basic Functions
11.1.1 Detect train position and realize train interval control. 11.1.2 Supervise the train running speed and implement overspeed protection. 11.1.3 Prevent the train from retreating in controlled manual driving and limited manual driving modes. 11.1.4 Other protection controls.
11.2 Technical requirements
11.2.1 The automatic train protection system is generally composed of ground train occupancy detection and information transmission equipment and on-board equipment, and must comply with the principle of fail-safe. 11.2.2 The automatic train protection system should be able to be used in combination with the automatic train operation system. 11.2.3 The automatic train protection system can adopt fixed or mobile interval control. 11.2.4 The selection of the speed and speed level of the automatic train protection system should be calculated through train traction and should be determined according to the speed limit of the driving interval line, vehicle characteristics and other operating requirements. 11.2.5 When the automatic train protection system implements emergency braking, the train traction control circuit should be cut off, and no relief should be allowed during the braking process.
11.2.6 The automatic train protection system generally adopts the following driving modes: a. Controlled manual driving: The driver drives the train under the monitoring of the equipment; b. Restricted manual driving: On lines with ground equipment failure or no ground information equipment, the train runs at the specified speed limit, and emergency braking is applied to stop the train when the speed exceeds the limit; c. Unrestricted manual driving: The driver drives the train safely according to the operating procedures. 11.2.7 When the automatic train protection system uses wheel speed to measure the train speed, it should have wheel wear compensation, and the speed measuring device should adopt a redundant method.
11.2.8 The on-board equipment of the automatic train protection system should have the necessary display, sound alarm and fault recording devices. The speed display device should have a target speed indication.
11.2.9 When the automatic train protection system fails, an alarm should be issued, and the driver should take braking measures or change the driving mode according to the nature and timing of the failure.
11.2.10 The automatic train protection system should play a control role on the main line and return line of the section and station. 12 Automatic train operation
12.1 Basic functions
12.1.1 Start train operation.
12.1.2 Adjust train speed.
12.1.3 The train stops at a fixed point when entering the station.
12.1.4 The train stops and restarts according to the stop information. 12.1.5 Provide the driver with instructions to open and close the doors. 12.1.6 Other functions.
12.2 Technical requirements
12.2.1 The automatic train operation system should be used in conjunction with the automatic protection system, and the overspeed protection should be guaranteed by the automatic train protection system engineering 6 construction standard full text information system
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12.2.2 The automatic train operation system should meet the following requirements: a. Train tracking operation control;
b. Fixed-point parking accuracy control,
c. Improve riding comfort;
d. Save electric energy.
12.2.3 The train automatic operation system should have the necessary display, sound alarm and fault recording devices. 12.2.4 The automatic operation system of the train should adopt a combination of automatic and manual methods for starting the train out of the station. 12.2.5 When a fault occurs in the automatic operation system of the train, an alarm should be issued and the driver can be controlled. 12.2.6 The automatic operation system of the train should play a control role in the section and the main line of the station, and the station reversal operation should be adopted as needed. 12.2.7 When the automatic operation system of the train is working, the driver can apply emergency braking. 13 Interlocking
13.1 The interlocking equipment should adopt relay-type electrical centralized interlocking (hereinafter referred to as electrical centralized interlocking) or computer interlocking. Interlocking equipment should be installed in branch stations and yards.
13.2 Basic functions of interlocking equipment
13.2.1 Arrange the approach and open the signal.
13.2.2 Ensure the interlocking of turnouts, signals and track sections. 13.2.3 Monitor the train operation and signal equipment status. 13.3 Technical requirements for electrical centralized interlocking
13.3 Technical requirements for electrical centralized interlocking
13.3.1 The electrical centralized interlocking equipment should be able to be controlled by the train automatic monitoring system and the station. 13.3.2 The electrical centralized interlocking circuit must comply with the principle of fault-safety. 13.3.3 According to the needs of the operation, it should be able to handle the train and shunting routes. 13.3.4 The control console should adopt a combined control and display mode, and be able to supervise the occupation of line and turnout sections, the opening and locking of routes, the opening and closing of signals, and the squeeze of switches.
13.3.5 Approach
13.3.5.1 The approach control mode is adopted, and it can also be automatically arranged with the train operation when necessary. 13.3.5.2 Implement approach locking and approach locking. The approach section of the approach is generally the track section adjacent to the front of the signal. When there is no approach section, the approach locking should be formed after the signal is opened. 13.3.5.3 The approach unlocking generally adopts segmented unlocking. The locked approach should be able to be automatically unlocked with the normal operation of the train, and the route should be manually canceled and manually unlocked within a limited time. The approach for continuous tracking operation may not be unlocked. 13.3.6 Signals
13.3.6.1 Signals that have been properly handled can only be opened when the routes they protect are idle, the positions of the relevant switches are correct, the routes are locked, no manual unlocking has been performed, the hostile routes have not been established, and the interlocking conditions are correct. 13.3.6.2 In addition to the manual unlocking and signal bulb extinguishing or the change of interlocking relationship, the opened signals should be closed in time. The train signal should be closed when the first train pair enters the first track section behind the signal; the shunting signal should be closed when all trains pass the signal.
13.3.6.3 It must be ensured that the duty personnel can close the opened signals at any time. The signals that have been opened and then closed shall not be reopened without handling Engineering Construction Standard Full Text Information System
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13.3.6.4 The signal machine shall be equipped with filament supervision, and the main and auxiliary filaments shall be able to switch automatically. 13.3.7 Turnouts
13.3.7.1 Interlocking turnouts shall be able to implement individual operation and route selection. When route selection is carried out, sequential start or simultaneous start can be adopted.
13.3.7.2 Centralized turnouts shall be subject to route locking, section locking and other locking. When locked by one of the above conditions, the turnouts shall not be started.
13.3.7.3 Once started, the interlocking turnouts shall be able to switch to the end. If they are blocked and cannot be turned to the specified position for some reason, they shall be able to be turned back to the original position after operation when there is no vehicle occupying the section. Turnouts that implement automatic control shall have automatic stop protection. 13.3.7.4 The indication circuit of the centralized turnout shall be formed when the actual position of the turnout is consistent with the position required by the operation. The interlocking turnouts shall check that each group of turnouts are in the specified position.
13.3.8 Signal setting and display
13.3.8.1 The signal should be a color light signal and be set on the right side of the train running direction. In special circumstances, it can be set on the left side with the approval of the competent department.
13.3.8.2 Stations and yards can be equipped with entry and exit signals; sections and station switches should be equipped with protection signals, and areas with shunting operations should be equipped with shunting signals. Stations using automatic train control systems may not be equipped with entry and exit signals. 13.3.8.3 Entry signals and station protection switch signals can be equipped with guide signals, and signals with two or more running directions can be equipped with route indicators.
13.3.8.4 The basic colors and meanings of signal display should comply with the following provisions: a. Red means stop;
b. Yellow means speed limit or caution;
c. Green means running at the specified speed;
d. Moonlight white means shunting is allowed.
The guide signal display should be a red light and a white light. The route indicator should display a white light when the main signal displays the permission signal.
13.4 Technical requirements for computer interlocking
13.4.1 Computer interlocking equipment should preferably use microcomputers. 13.4.2 Computer interlocking generally adopts the following methods: a. Dispersed at each station;
b. Concentrated at multiple stations;
c. Centralized at the center.
13.4.3 Computer interlocking equipment must comply with the principle of fail-safe, and should adopt necessary redundancy and safety technologies and have fault diagnosis and alarm functions. 13.4.4 Computer interlocking should be equipped with necessary peripherals, and keyboard control and screen display can be adopted. 13.4.5 Other technical requirements can adopt the relevant provisions of electrical centralized interlocking. 14 Crossing Signals
14.1 Basic Functions
14.1.1 Train Approach Alarm
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14.1.2 Pedestrians and vehicles are prohibited from passing when the crossing is closed. 14.2 Technical Requirements
14.2.1 Crossing signals generally use automatic crossing signals. Automatic barriers can be added as needed. 14.2.2 Crossing signals can be included in the signal system control and should form a real-time control system for urban traffic management with traffic signals. 14.2.3 Crossing signals must ensure that when a train approaches the crossing in any direction, an alarm can be given to the road direction. 14.2.4 The train approach notification equipment of the crossing signal can use track circuits or other sensor systems. 14.2.5 In addition to light display, crossing signals should generally also have sound alarms or voice notifications and meet the following requirements: When a crossing receives a train approach notification, the crossing signal should display a red light or flash red light in the direction of the road and issue a.
sound alarms or voice notifications, and the signal will be restored after the train passes the crossing; b. When the crossing does not receive a train approach notification, the crossing signal should display a green light; c. When the crossing is out of service or the power is off, the crossing signal should be turned off. 14.2.6 Crossing signals should use a one-time approach notification method. 14.2.7 The train approach notification time of the crossing signal should meet the requirements of pedestrians and vehicles passing through the crossing and the equipment action time. The length of the crossing approach section is determined by the train running speed and the approach notification time. 14.2.8 The crossing should be equipped with a light rail blocking signal, which should be connected with the signal inside the vehicle when the signal is open. 14.2.9 Automatic barriers should completely or partially cover the road. One or more pairs of barriers should be used according to the width of the crossing. 14.2.10 When two or more pairs of barriers are installed on a crossing, the movements between the two barriers should be checked against each other. 14.2.11 The timing of the automatic barrier falling should ensure the safety of pedestrians and vehicles passing through the crossing. 14.2.12 In addition to automatic movement, the automatic barrier should also be able to be manually controlled. 15 Train occupancy detection and information transmission
15.1 Train occupancy detection and information transmission can be carried out using track circuits, track loops, query-transponders or other sensing equipment.
15.2 Train occupancy detection and information transmission equipment must comply with the principle of fail-safe. 15.3 Track circuit technical requirements
15.3.1 Track circuits should use non-insulated or insulated track circuits. 15.3.2 Track circuits should have train occupancy detection and information transmission functions. Information transmission can also be superimposed as needed.
15.3.3 The sending and receiving equipment of the track circuit should be centrally set. 15.3.4 The track circuit should ensure reliable branching within the specified range of power supply voltage and ballast conditions, meet the adjustment status and stable operation. The track circuit that transmits information should also ensure that the on-board equipment can reliably receive information. 15.3.5 The track circuit should be able to prevent interference from traction current and adjacent line signals, and should have protection against failure of track insulation function. 15.3.6 The track circuit should have the necessary detection, display and fault alarm functions. 15.3.7 Scope of application and working conditions of the track circuit: a. Underground, ground and elevated lines;
Machete and concrete integral ballast;
c. Use welded rails and welded rail joint wires for connection; various electric vehicles;
Use single electric rail or double rail running rail return. e.
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15.3.8 The main technical data of the track circuit shall meet the following requirements: a. The application transmission distance shall meet the length of the block section; b. The fuzzy area of the non-insulated track circuit shall meet the use requirements; c. The transmission distance from the sending and receiving equipment to the track terminal shall meet the engineering requirements; d. Rail impedance, ballast resistance and branch sensitivity shall meet the line characteristics. 15.3.9 Track circuit setting
15.3.9.1 Non-insulated track circuits should be set up in sections and stations, and insulated circuits should be set up in turnout sections and yard lines. 15.3.9.2 Track circuits should be installed in sections that meet one of the following conditions: a. Trains and shunting routes in the centralized interlocking area; b. Automatic block sections or train automatic protection system control lines; c. Other line sections that need to be installed.
15.4 For inter-track loops, the technical parameters and installation locations of query-balises and other sensor equipment should meet the requirements of train occupancy detection or information transmission.
16 Power supply
16.1 The signal system power supply should be a primary load, with two independent power supplies. 16.2 The signal system adopts a centralized power supply and branch feeding method. 16.3 When the power supply voltage fluctuation exceeds the normal operating range of the electrical equipment, a voltage stabilizing device should be installed. 16.4 The power supply of vehicle-mounted equipment should be supplied directly by the vehicle power supply or through a current conversion device. 16.5 The computer system should be powered by an uninterruptible power supply, and the backup power supply time should meet the use requirements. 16.6 The AC and DC power supplies dedicated to the interlocking equipment should be insulated from the ground. 16.7 The power supply capacity should have the necessary backup capacity. 16.8 As needed, electrical equipment should be equipped with an independent power supply panel or other power distribution equipment, and should have automatic and manual switching devices for the main and auxiliary power supplies. The switching should not affect the normal operation of the electrical equipment. 17 Grounding and protection
17.1 The racks and casings of power supply equipment and other electrical signal equipment should be equipped with a protective ground wire, and equipment that requires working grounding should be equipped with a working ground wire. The grounding resistance of the ground wire shall comply with the following provisions: a. The grounding resistance of the protective ground wire shall be less than 10Ω; b. The grounding resistance of the working ground wire shall be less than 42. 17.2 As required, the working grounding and protective grounding of the equipment may also adopt a joint ground wire, and its grounding resistance shall be less than 42. 17.3 Equipment endangered by lightning shall have lightning induced overvoltage protection and shall meet the following requirements; a. The protection circuit shall limit the lightning induced overvoltage to below the impulse withstand voltage level of the protected equipment; b. The protection circuit shall not affect the normal operation of the protected equipment, and shall ensure that the equipment shall not erroneously operate when disturbed by lightning.
The grounding resistance of the lightning protection ground wire shall be less than 102.
17.4 A safe distance shall be left between the signal setting and the live parts of the contact network or contact rail. 17.5 When installing signal metal structures, the protection against electro-corrosion of stray currents shall be considered. 17.6 Signal cable lines shall be laid separately from strong power lines, and protection shall be taken when necessary. Engineering 10 Standard Full-text Information System
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17.7 Signal cables in tunnels and elevated lines should meet the requirements of flame retardancy, low toxicity and corrosion resistance. Additional notes:
This standard is proposed by the Standard and Quota Research Institute of the Ministry of Construction. This standard is under the jurisdiction of the Ministry of Construction's Urban Construction Standards and Technology Management Unit. This standard was drafted by the Research and Design Institute of China Railway Signal and Communication Corporation, the Ministry of Construction's Urban Construction Research Institute, and the Ministry of Railways Railway Science Research Institute.
The main drafters of this standard are Shi Huanshi, Qi Zulin, Cao Xiujun, Wu Zongxiang, and Han Huaigong. This standard is entrusted to the Research and Design Institute of China Railway Signal and Communication Corporation for interpretation. Engineering Construction Standard Full-text Information System
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