GSM-R system will evolve to 5G-R system. Before the 5G-R system is put into use, the GSM-R system still needs to be built, and the 5G-R system and the GSM-R system will operate simultaneously for a period of time in the future. Therefore, this paper makes an in-depth discussion from the aspects of equipment evolution, service realization and infrastructure sharing, and puts forward the 5G-R and GSM-R infrastructure sharing project scheme, to ensure smooth transition from GSM-R to 5G-R and protect investment in railway construction.

This paper summarizes and analyzes the problems with signal using incandescent lamp and ordinary LED light source, studies the key technologies of safety LED signal, puts forward the principle architecture of safety LED signal, the fail-safe implementation principle of LED signal, as well as the reliability, compatibility and maintainability design methods, to solve the problem of heavy maintenance work caused by short service life of incandescent lamp, and eliminate the potential safety hazards of ordinary LED signal, realize compatibility with in-service signal mechanism, and facilitate the replacement of in-service incandescent lamps and ordinary LED signals on site.

The balise transmission system is an important part of the train operation control system, and the electromagnetic environment at its installation location is complex. In actual operation, BTM failures caused by electromagnetic interference are frequent, which poses a hidden danger to the safe operation of trains. In order to improve the electromagnetic compatibility performance of balise transmission system, this paper studies the electromagnetic interference of balise transmission system in neutral section and proposes corresponding protection scheme. Firstly, the theoretical analysis of the causes of pantograph catenary discharge in the neutral section is carried out, and the electromagnetic radiation in the uplink frequency band of BTM operating in the neutral section is measured; then the electromagnetic interference coupling law of neutral section pantograph catenary discharge to the on-board antenna of the balise transmission system is studied by modeling and simulation of the train and balise transmission system; finally, according to the characteristics of electromagnetic interference spatial coupling, the protective measures to block its energy coupling path are proposed, the CAU antenna shield is designed, its shielding effect is measured in the laboratory, and the operational test is carried out in the field. The results show that after the CAU antenna is equipped with a shield, the differential mode electromagnetic interference at 3~3.5MHz in the BTM operating frequency band can be reduced by about 20 dB, while the BTM message quality is improved from 0.83 to 0.91. This shows that the proposed shield solution can effectively improve the anti-interference performance of the CAU antenna and will not affect the normal signal transmission of the BTM, thus ensuring the normal communication technology requirements of the balise transmission system. It is expected to reduce the failure rate of the balise transmission system and has a high application value.

Most single-track railway sections in the uninhabited area are not equipped with track circuits, that is, there is no real-time broken rail detection capability. With the popularization of seamless steel rails and the increase of speed-raising and heavy-load trains, the rail is more prone to crack and break, and the demand for operation and maintenance of detecting broken rail is increasing. Based on the principle of track circuit, combined with direct digital frequency synthesis technology, long-distance radio communication technology and digital power amplifier technology, a low-power, easy-to-deploy real-time broken rail detection system is designed in this paper. Compared with the current common detection technology of broken track in China, this system is more suitable for the railway in uninhabited area and can greatly reduce the pressure of operation and maintenance.

5G has the advantages of large bandwidth, high reliability, low latency and massive connections, and has become an indispensable and important information infrastructure for intelligent high-speed railways. In this paper, the application status of GSM-R system is analyzed, and the existing problems of GSM-R system are pointed out. Then the paper analyzes the application requirements of 5G of intelligent high-speed railways, and puts forward the corresponding application mode according to the various business requirements of the intelligent high-speed railways. The fusion applications of a new generation of communication and information technology in the railway industry, marked by 5G, cloud computing, big data, artificial intelligence, and the Internet of Things, will effectively improve the quality, safety, reliability and operational management efficiency of railway transportation services.

This paper expounds the main differences between full electronic interlocking system and traditional interlocking system, studies the technical characteristics of full electronic interlocking system, designs the system architecture, and focuses on the acquisition and driving process of full electronic interlocking system.

Based on the experience of DeBo certification for the signaling system of a railway project in a country in Europe, this paper introduces the basic concept, requirements and process of DeBo certification in the European country, explains the difficulties behind the certification, and provides reference for the subsequent DeBo certification in other European countries.

This paper proposes a railway data network deployment scheme by studying the technical characteristics and deployment scheme of SRv6, which adopts the network architecture of controller + forwarder to support the provision of end-to-end (E2E) bearer services; by constructing an IPv6-only network, the existing L3/L2VPN network based on IPv4  MPLS forwarding plane evolves to L3/L2VPN and EVPN based on IPv6 forwarding plane, so as to simplify network protocols, optimize network structure and release network resources. support In-band OAM network performance measurement and SLA implementation, and provide users with end-to-end SLA guarantee.

The turnout switching resistance is the most direct indicator of the turnout working state. It is also an important test item for railway integrated commissioning and testing, and an important item for the on-site operation and maintenance of turnout switching equipment. The turnout switching resistance shall meet the indicator requirements, and an increase in the turnout switching resistance will increase the load of the switch machine and lead to motor idling and turnout switching failure in serious cases. This paper introduces the meaning and composition of the turnout switching resistance, discusses the online monitoring technology for the turnout switching resistance, and proposes solutions to practical problems, which has positive significance for the development of intelligent operation and maintenance of the turnout switching system.

The composition of train tracking interval is analyzed in depth with comprehensively considering of various influencing factors, including train performance, line conditions, signal system, transportation operation. Train tracking interval is accordingly decomposed into train performance operation time, additional operation time under line conditions, additional operation time under signal system and other additional operation time. Definitions of each operation time and its contribution rate to train tracking interval are proposed. Taking CR400BF EMU and its operation parameters as an example, the contribution rate of each operation time to each train tracking interval is calculated using simulation calculation software, under the combination conditions of different operation speeds, different gradients and different block section lengths. The influence of each factor and its combination on train tracking interval is quantitatively analyzed. Conclusion: For train interval tracking time and train passing tracking interval, the leading factor is signal system when the operation speed is low, and the leading factor is train performance when the operation speed is high. For departure tracking interval and arrival tracking interval, the leading factor is line conditions.

This paper summarizes the progress of 5G-R standard, briefly analyzes the differences between 5G-R and GSM-R dispatching communication systems, and deeply studies and summarizes the 5G-R voice dispatching communication system from the aspects of  the system architecture, protocol stack, technical implementation and performance requirements. By adopting key technologies such as 5G and MCPTT, 5G-R voice dispatching communication system will realize end-to-end all-IP communication, decoupling of network and service, and flexibly adapt to the needs of future railway dispatching communication.

The Guangzhou-Shenzhen railway is one of the few four-line parallel railways in China. Through analysis of the existing situation of Guangzhou-Shenzhen railway, this paper reveals the problems of the existing CTCS-2 train control system and onboard ATP equipment in operation and maintenance, constructs the system design scheme of train-ground collaborative transformation, solves the technical problems of connectivity between Guangzhou-Shenzhen railway and adjacent high-speed/intercity railways and forms the innovative achievements of upgrading and transformation of Guangzhou-Shenzhen railway signaling system.

This paper proposes three feasible schemes to solve the compatibility and interoperability between CBTC and CTCS-2 (including C2+ATO) systems: "dual trackside", "dual onboard" and "compatible onboard", and compares and analyzes the three schemes, and recommends the " compatible on-board ". The onboard software and hardware configuration and trackside equipment configuration of the scheme are described through the compatible onboard system structure diagram. It focuses on the detailed description of the switching scene. According to different running directions, the obtaining of the movement authority (MA) in the switching scene, the onboard-trackside information interaction content, temporary speed restriction (TSR) and the MA control area, the issuing time of switching information, the arrangement principle of trackside equipment, the operation mode in switching failure, and the operational requirements for drivers, etc. are analyzed in detail.

This paper analyzes the existing transmission network, data network, mobile communication network and other railway communication system architecture and shortcomings, points out that the railway communication system will evolve to the direction of service grouping, flat architecture, application virtualization, equipment generalization and centralized maintenance, and analyzes the networking scheme of the next generation railway communication system based on cloud computing, IP packet switching, software defined network, network function virtualization and network slicing technology in detail. The study of the evolution direction and overall architecture of the next generation railway communication system is of guiding significance to the development of railway communication in China.

The signaling system is an extremely important system in urban rail transit, which provides a strong guarantee for the safe operation of trains. The power supply equipment needs to continuously supply power to the signaling system in order to realize the safe, stable and sustainable operation of the signaling system. In view of the frequent faults of urban rail transit signaling power equipment during operation, this paper analyzes and studies the working principle of the signaling power equipment of Suzhou Rail Transit Line 2 and the causes of signaling power equipment faults that have a significant impact in recent years. Combined with the actual situation, a configuration scheme for the optimization and transformation of signaling UPS system to improve the safety and reliability of power supply of the signaling equipment.

In the Chengdu-Chongqing high-speed railway upgrading project, skylight times are used for tests by sections without affecting the transportation. In this paper, through analysis and discussion of train control data table and permitted speed table of engineering line provided by design, the train control software, RBC software, temporary speed restriction software and balise telegram that need to be modified in this project are sorted out. The tests are performed using the temporary speed restriction scope, and the whole system is put into operation at once finally. The operation speed of Chengdu-Chongqing high-speed railway has been increased to 350 km/h after the project. It provides reference for the follow-up high-speed railway upgrading projects.

The red light strip fault of axle counter for signaling system of Hangzhou Metro Line 1 Phase 3 occurred during the early commissioning and operation period of EMU. The headplate of the axle counter is monitored by oscilloscope and the cause of the fault is determined to be external interference. This paper introduces the working principle of axle counter, analyzes the cause of the fault, and introduces the corresponding measures in detail. The test and actual operation performance prove that the fault rate of red light strip can be effectively reduced by adding the double shielding line of traction inverter and brake resistance and adding the current equalizer beside the track, which can be used as a reference scheme for similar fault treatment of other lines.

With the release of the 2020 version of the centralized signal monitoring technical standard, higher requirements are put forward for the graphics of monitoring equipment. This paper adopts the method of graphic modeling of equipment and proposes the storage and display of the corresponding relationship based on the graphic information matrix of the signal monitoring equipment. The information of the signal equipment is stored in the graphical information matrix, and then the equipment status information is displayed in real time through 2D or 3D graphical modeling. Through the implementation of this method, the full-scale and three-dimensional display effect can be realized, providing the "degree of health" and "full life-cycle monitoring" of the signal equipment, as required by the 2020 version of monitoring standard. At the same time, more details are displayed, showing the logical combination, series/parallel connections and the relationship of mutual supervision of different signal equipment. This paper is of great guiding significance for the development of follow-up centralized signaling monitoring.

Based on the demands for wireless bearing services of urban rail transportation, the main wireless bearing services of urban rail are introduced and the demand for broadband wireless services for the future is envisioned. The main options to meet these demands include establishing a virtual private network by slicing and MEC and utilizing the 5G network equipment of operators; sharing 5G base stations with operators and building a small core network independently; using operators' 5G core networks and wireless networks and providing UPF and MEC independently; leasing operators' frequencies and providing a self-built network. The advantages and disadvantages of each of the scheme above are compared and analyzed.

In view of the situation that the length of the control cable between the home signal (or the receiving signal) and the signal tower is about 3 km in the railway hub or the special station with long throat section, the yellow-flash-yellow signal aspect is unstable or cannot be displayed normally. This paper analyzes and studies this problem from the perspective of engineering design, and puts forward the design optimization solution.