High-speed rail transit safety detection method and system based on multistage communication

Abstract

The invention belongs to the technical field of rail traffic safety detection, and provides a high-speed rail traffic safety detection method and system based on multistage communication, and the main scheme is as follows: setting an information processing unit and a safety detection point; establishing a first local area network and a second local area network; when the trains on the first track and the second track are both outside the safety monitoring point, train driving information is obtained through a second local area network and transmitted to the head train to be cached; when any safety detection point detects a head train on the first track and / or the second track, acquiring cached train driving information, and acquiring real-time train driving information on the safety detection point; and based on the number of the head train detected at the safety detection point, combining the real-time train driving information and the cached train driving information, the information processing unit performs safety passing control on the train which is about to pass through the rail crossing area through the first local area network. According to the invention, safety detection and smooth passing of a train passing through a rail crossing area can be carried out in a multi-stage communication mode.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit safety detection, and in particular to a high-speed rail transit safety detection method and system based on multi-level communication. Background Art

[0002] With the widespread application of rail transit and its annual expansion, it is inevitable that two tracks will intersect. For trains where tracks intersect, in order to ensure that both trains can pass safely, it is currently more often accomplished by controlling the train's timetable or through remote scheduling.

[0003] However, the train's travel schedule will change with the weather conditions around the rails. For example, when natural disasters such as mudslides occur, it is necessary to first confirm whether the area around the rails and the rails themselves are passable before arranging the train to pass, resulting in the train's real-time travel time not corresponding to the travel schedule. At the same time, the remote dispatch method needs to rely on relatively complete hardware communication facilities. However, when the train is about to pass the track intersection, there may not be a separate communication base station pre-installed around the track intersection, resulting in the remote dispatch signal may not be transmitted to the train control room in time, which may cause safety hazards when multiple trains pass the track intersection one after another with little time difference.

[0004] Therefore, there is an urgent need for a high-speed rail transit safety detection and control solution for track intersections. Summary of the invention

[0005] The purpose of the present invention is to provide a high-speed rail transit safety detection method and system based on multi-level communication, which can detect whether the relevant train has the conditions to safely pass through the track crossing area in a timely manner before the train is about to pass through the track crossing area through multi-level networking, and when multiple trains have to pass through the track crossing area in a short time, a reasonable passing sequence is given through a safety detection scheme, thereby ensuring the safety detection and traffic control of high-speed rail transit.

[0006] The present invention solves the technical problem and adopts the following technical solution:

[0007] On the one hand, the present invention proposes a high-speed rail transit safety detection method based on multi-level communication, comprising the following steps:

[0008] Acquire a first track and a second track where tracks intersect, and set an information processing unit at a first position away from the track intersection area;

[0009] Based on the travel directions of the trains on the first track and the second track, safety detection points are respectively set on the first track and the second track for the trains traveling toward and leaving the track crossing area;

[0010] All safety detection points are used as first communication nodes, and information processing units are used to form a first local area network, and each carriage of the train is used as a second communication node to form a second local area network;

[0011] When the trains on the first track and the second track are both outside the safety monitoring point, the train travel information is obtained by using the second local area network and transmitted to the head train on the corresponding track for caching;

[0012] When any safety detection point detects the leading vehicle on the first track and / or the second track, the train travel information cached in the leading vehicle on the first track and / or the second track is obtained, and the real-time train travel information at the safety detection point is obtained through the information processing unit;

[0013] Based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information, the information processing unit performs safe passage control for trains that are about to pass through the track crossing area through the first local area network.

[0014] As a further optimization, the safety detection points on the first track are respectively the first safety detection point and the second safety detection point, and the safety detection points on the second track are respectively the third safety detection point and the fourth safety detection point.

[0015] As a further optimization, the first safety detection point on the first track is set at a second position away from the track intersection area, and the second safety detection point is set at a third position away from the track intersection area;

[0016] The third safety detection point on the second track is set at a fourth position from the track intersection area, and the fourth safety detection point is set at a fifth position from the track intersection area.

[0017] As a further optimization, a communication base station is provided in the first local area network, and the communication range of the first communication network is larger than the communication range of the second local area network.

[0018] As a further optimization, before establishing the second local area network, it also includes:

[0019] Linear velocity sensors, angular velocity sensors and slope sensors are installed on each carriage of the train.

[0020] As a further optimization, after the second local area network is established, the linear velocity sensor, angular velocity sensor and slope sensor in each carriage detects the linear velocity information, angular velocity information and slope information of the carriage as the train travel information, and sends it to the head car of the train for caching.

[0021] As a further optimization, when forming the first local area network, obtain a safety detection point farthest from the track crossing area and use it as the central safety detection detection point;

[0022] When the first local area network is established, the central safety detection point is in real-time working state. Except for the central safety detection point, other safety detection points are in standby state. The central safety detection point obtains in real time the position information of the train heading to the track crossing area on the track where the central safety detection point is located. When the central safety detection point detects a train approaching on the track within the detection range, the information processing unit controls the start of work of other safety detection points.

[0023] As a further optimization, after all safety inspections are started, when the central safety inspection point detects a train approaching on the track within the inspection range, the head car of the train will send the cached train travel information to all safety inspection points at the same time;

[0024] If the safety detection point that first receives the cached train travel information is the central safety detection point, the central safety detection point sends the received cached train travel information to the information processing unit through the first local area network;

[0025] If the safety checkpoint that first receives the cached train travel information is not the central safety checkpoint, the safety checkpoint that first receives the cached train travel information will synchronize the received cached train travel information to the central safety checkpoint, and after the center receives the cached train travel information sent by the train, it will compare and correct it with the synchronized cached train travel information, and then send the corrected cached train travel information to the information processing unit.

[0026] As a further optimization, the information processing unit performs safe passage control on trains that are about to pass through the track crossing area through the first local area network based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information, which means:

[0027] The information processing unit stores the slope information between two safety detection points on the first track and the second track, as well as the linear velocity threshold and angular velocity threshold of each carriage corresponding to the slope information;

[0028] If the number of leading vehicles detected by the safety detection point is one, determine whether the angular velocities in the real-time train travel information at the safety detection point on the current track are all less than the angular velocity threshold. If they are all less than, control the train to pass through the track crossing area at the linear velocity threshold and angular velocity threshold corresponding to the slope information between the two safety detection points on the track. Otherwise, control the train to stop and wait or reduce the linear velocity and angular velocity to pass through the track crossing area.

[0029] If the number of leading cars detected by the safety detection point is two, determine whether there are two tracks on which the angular velocities in the real-time train travel information at the safety detection points are all less than the angular velocity threshold. If there are two, the train on one track is controlled to stop and wait, and the train on the other track passes through the track crossing area with the linear speed threshold and angular velocity threshold corresponding to the slope information between the two safety detection points on the track. If there is one, obtain the train on the track on which the angular velocity in the real-time train travel information at the safety detection points is less than the angular velocity threshold, and the train on this track has priority, while the train on the other track stops and waits. If there is no such train, obtain the train on the track with the smaller slope value in the two slope information, and the train on this track has priority, while the train on the other track stops and waits.

[0030] On the other hand, the present invention also proposes a high-speed rail transit safety detection system based on multi-level communication, which is applied to the high-speed rail transit safety detection method based on multi-level communication, comprising:

[0031] An information processing unit setting unit, used for acquiring a first track and a second track where tracks cross, and setting an information processing unit at a first position away from a track crossing area;

[0032] A safety detection point setting unit, configured to set safety detection points on the first track and the second track for trains heading to and leaving the track crossing area, respectively, based on the traveling directions of the trains on the first track and the second track;

[0033] A networking unit, used to use all safety detection points as first communication nodes, use the information processing unit to form a first local area network, and use each carriage of the train as a second communication node to form a second local area network;

[0034] A first detection unit is used to obtain train travel information using a second local area network when both trains on the first track and the second track are outside the safety monitoring point, and transmit the information to the head train on the corresponding track for caching;

[0035] A second detection unit is used to obtain the train travel information cached in the head vehicle on the first track and / or the second track when any safety detection point detects the head vehicle on the first track and / or the second track, and obtain the real-time train travel information on the safety detection point through the information processing unit;

[0036] The safety control unit is used to perform safe passage control for trains that want to pass through the track crossing area based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information. The information processing unit performs safe passage control for trains that want to pass through the track crossing area through the first local area network.

[0037] The beneficial effects of the present invention are as follows: through the above-mentioned high-speed rail transit safety detection method and system based on multi-level communication, firstly, the first track and the second track where the tracks are crossed are obtained, and an information processing unit is set at a first position away from the track crossing area; secondly, based on the driving direction of the trains on the first track and the second track, safety detection points are set on the first track and the second track for trains heading to and leaving the track crossing area respectively; then, all the safety detection points are used as the first communication nodes, the first local area network is established by using the information processing unit, and each carriage of the train is used as the second communication node to establish a second local area network; then, when the first When the trains on the first track and the second track are both outside the safety monitoring point, the second local area network is used to obtain train travel information and transmit it to the lead car on the corresponding track for caching; when any safety detection point detects the lead car on the first track and / or the second track, the train travel information cached in the lead car on the first track and / or the second track is obtained, and the real-time train travel information at the safety detection point is obtained through the information processing unit; finally, based on the number of lead cars detected at the safety detection point, combined with the real-time train travel information and the cached train travel information, the information processing unit performs safe passage control for trains that want to pass through the track crossing area through the first local area network. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a flow chart of a high-speed rail transit safety detection method based on multi-level communication in Example 1 of the present invention. DETAILED DESCRIPTION

[0039] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0040] Example 1

[0041] This embodiment provides a high-speed rail transit safety detection method based on multi-level communication, and its flow chart is shown in Figure 1 , wherein the method comprises the following steps:

[0042] S1, obtaining a first track and a second track where tracks intersect, and setting an information processing unit at a first position away from a track intersection area;

[0043] S2. Based on the travel directions of the trains on the first track and the second track, respectively set safety detection points on the first track and the second track for the trains traveling toward and leaving the track intersection area;

[0044] S3, using all safety detection points as first communication nodes, using information processing units to form a first local area network, and using each carriage of the train as a second communication node to form a second local area network;

[0045] S4. When the trains on the first track and the second track are both outside the safety monitoring point, the train travel information is obtained by using the second local area network and transmitted to the head train on the corresponding track for caching;

[0046] S5. When any safety detection point detects the lead vehicle on the first track and / or the second track, the train travel information cached in the lead vehicle on the first track and / or the second track is obtained, and the real-time train travel information at the safety detection point is obtained through the information processing unit;

[0047] S6. Based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information, the information processing unit performs safe passage control for trains that are about to pass through the track crossing area through the first local area network.

[0048] In actual application, track crossing will occur more or less in high-speed tracks. When track crossing occurs, if timely and effective safety inspections are not carried out on the trains on each track where track crossing occurs, it will be difficult to control the consequences of train collision. Therefore, this embodiment takes two tracks where track crossing occurs as an example for detailed description.

[0049] In this embodiment, for the first track and the second track where the tracks cross, in order to know in advance the passing time and the actual situation of the train when passing, it is necessary to set corresponding safety detection points. Therefore, in this embodiment, the safety detection points on the first track can be the first safety detection point and the second safety detection point, respectively, and the safety detection points on the second track can be the third safety detection point and the fourth safety detection point, respectively. The setting of these four safety detection points can detect the passing of trains in time, and reasonably control the passing sequence of trains on the corresponding tracks passing through the track crossing area, thereby ensuring the traffic safety of high-speed tracks.

[0050] It should be pointed out that safety detection points need to be set on the two tracks where there is a track intersection area, and the specific setting location needs to take into account the wireless communication conditions around the track intersection area. Since the safety detection points need to detect when a train passes on the one hand, and on the other hand, after detecting that a train has passed, they also need to complete the detection and verification of train information through the first local area network to complete safety communication control, therefore, in this embodiment, the first safety detection point on the first track can be set at the second position from the track intersection area, and the second safety detection point can be set at the third position from the track intersection area; the third safety detection point on the second track can be set at the fourth position from the track intersection area, and the fourth safety detection point can be set at the fifth position from the track intersection area.

[0051] Here, the location setting of the safety detection point needs to be based on the communication conditions around the track intersection area, and needs to be accurately determined in combination with the actual communication performance of the installed base stations. When selecting the installation location of the safety detection point, it is necessary to ensure that all safety detection points can achieve local area networking, that is, they can complete the first local area network of the component. On the premise of meeting the networking requirements, the location of each safety detection point can be flexibly adjusted according to the geographical location of the track to facilitate installation and subsequent maintenance.

[0052] In order to further improve the network communication quality of the first local area network, in actual application, it is often necessary to install independent communication base stations around the track intersection area, that is: in this embodiment, a communication base station needs to be set up in the first local area network, and the communication range of the first communication network is greater than the communication range of the second local area network.

[0053] Generally speaking, the second local area network is based on the number of train cars and the length of the train, and it is easier to establish the second local area network. However, the first local area network needs to consider the surrounding environmental conditions and the running speed of the train when establishing it. The running speed of the train is generally not very slow, and some can reach 300km / h. Therefore, the communication range of the first local area network must be greater than the communication range of the first communication network.

[0054] It should be pointed out that, in this embodiment, considering that the maximum speed allowed to pass through each track section of the train generally depends on the surrounding road conditions, for example, some railways have relatively curved tracks and relatively large slopes, and such track sections cannot allow the train to run faster, and running faster will increase the risk of train derailment. Some railways have relatively low curvature of the track and small slope, so for such track sections, even if the train runs faster, the risk of train derailment is relatively small. Therefore, in this embodiment, before forming the second local area network, it may also include:

[0055] Linear velocity sensors, angular velocity sensors and slope sensors are installed on each carriage of the train.

[0056] In actual application, the assembly process of the second local area network is relatively easy, and it can be completed based on the number of carriages and the length of the carriages. When the train is running, the linear speed, angular velocity and slope of each carriage can be used as basic data for subsequent safety inspections and safe passage in the track crossing area. Therefore, in this embodiment, after the second local area network is established, the linear velocity sensor, angular velocity sensor and slope sensor in each carriage detect the linear velocity information, angular velocity information and slope information of the carriage as the train travel information, and send it to the head car of the train for caching.

[0057] Here, since the train may be too far away from the track crossing area, if the train travel information is cached and sent directly to the information processing unit, information loss and information errors are likely to occur. Therefore, in this embodiment, the cached train travel information will not be sent to the information processing unit in real time at the first time.

[0058] Specifically, when forming the first local area network, a safety detection point farthest from the track crossing area can be obtained and used as the central safety detection detection point;

[0059] When the first local area network is established, the central safety detection point is in real-time working state. Except for the central safety detection point, other safety detection points are in standby state. The central safety detection point obtains in real time the position information of the train heading to the track crossing area on the track where the central safety detection point is located. When the central safety detection point detects a train approaching on the track within the detection range, the information processing unit controls the start of work of other safety detection points.

[0060] Here, since the number of safety detection points to be set needs to be based on the number of tracks that intersect, even if the number of tracks that intersect is two, four safety detection points will be set. If the number of tracks that intersect is greater, such as four, then the safety detection points need to be adaptively set to eight. Therefore, in order to extend the actual service life of each safety detection point, it is not necessary for all safety detection points to work in real time after installation. It is only necessary to find the central safety detection point and make the central safety detection point work in real time. When the central safety detection point detects a train approaching on the track within the detection range, the information processing unit is used to control the start of other safety detection points. Therefore, this can extend the service life of the safety detection points, and there will be no frequent attention to power consumption and frequent maintenance due to frequent startup.

[0061] It should be noted that in this embodiment, after all safety detections are started, when the central safety detection point detects a train approaching on the track within the detection range, the head car of the train sends the cached train travel information to all safety detection points at the same time;

[0062] If the safety detection point that first receives the cached train travel information is the central safety detection point, the central safety detection point sends the received cached train travel information to the information processing unit through the first local area network;

[0063] If the safety checkpoint that first receives the cached train travel information is not the central safety checkpoint, the safety checkpoint that first receives the cached train travel information will synchronize the received cached train travel information to the central safety checkpoint, and after the center receives the cached train travel information sent by the train, it will compare and correct it with the synchronized cached train travel information, and then send the corrected cached train travel information to the information processing unit.

[0064] Here, the ideal situation is that the central safety detection point receives the cached train travel information earliest. At this time, the central safety detection point only needs to send the received cached train travel information to the information processing unit through the first local area network. However, under the premise that the network communication conditions of the train direction and position at that time are unclear, other safety detection points may also receive the cached train travel information earliest. At this time, the safety detection point that needs to receive the cached train travel information earliest will synchronize the received cached train travel information to the central safety detection point, and after the center receives the cached train travel information sent by the train, it will compare and correct it with the synchronized cached train travel information, and then send the corrected cached train travel information to the information processing unit.

[0065] It should be noted that, in this embodiment, the information processing unit performs safe passage control on trains that are about to pass through the track crossing area through the first local area network based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information, which means:

[0066] The information processing unit stores the slope information between two safety detection points on the first track and the second track, as well as the linear velocity threshold and angular velocity threshold of each carriage corresponding to the slope information;

[0067] If the number of leading vehicles detected by the safety detection point is one, determine whether the angular velocities in the real-time train travel information at the safety detection point on the current track are all less than the angular velocity threshold. If they are all less than, control the train to pass through the track crossing area at the linear velocity threshold and angular velocity threshold corresponding to the slope information between the two safety detection points on the track. Otherwise, control the train to stop and wait or reduce the linear velocity and angular velocity to pass through the track crossing area.

[0068] If the number of leading cars detected by the safety detection point is two, determine whether there are two tracks on which the angular velocities in the real-time train travel information at the safety detection points are all less than the angular velocity threshold. If there are two, the train on one track is controlled to stop and wait, and the train on the other track passes through the track crossing area with the linear speed threshold and angular velocity threshold corresponding to the slope information between the two safety detection points on the track. If there is one, obtain the train on the track on which the angular velocity in the real-time train travel information at the safety detection points is less than the angular velocity threshold, and the train on this track has priority, while the train on the other track stops and waits. If there is no such train, obtain the train on the track with the smaller slope value in the two slope information, and the train on this track has priority, while the train on the other track stops and waits.

[0069] Here, the vehicles that stop and wait are either in need of precise track inspection and maintenance, or need to give way to other trains. Therefore, the safe passage control in this embodiment can ensure the safety of all traffic passing through the track crossing area.

[0070] Example 2

[0071] Based on Example 1, this embodiment proposes a high-speed rail transit safety detection system based on multi-level communication, including:

[0072] An information processing unit setting unit, used for acquiring a first track and a second track where tracks cross, and setting an information processing unit at a first position away from a track crossing area;

[0073] A safety detection point setting unit, configured to set safety detection points on the first track and the second track for trains heading to and leaving the track crossing area, respectively, based on the traveling directions of the trains on the first track and the second track;

[0074] A networking unit, used to use all safety detection points as first communication nodes, use the information processing unit to form a first local area network, and use each carriage of the train as a second communication node to form a second local area network;

[0075] A first detection unit is used to obtain train travel information using a second local area network when both trains on the first track and the second track are outside the safety monitoring point, and transmit the information to the head train on the corresponding track for caching;

[0076] A second detection unit is used to obtain the train travel information cached in the head vehicle on the first track and / or the second track when any safety detection point detects the head vehicle on the first track and / or the second track, and obtain the real-time train travel information on the safety detection point through the information processing unit;

[0077] The safety control unit is used to perform safe passage control for trains that want to pass through the track crossing area based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information. The information processing unit performs safe passage control for trains that want to pass through the track crossing area through the first local area network.

[0078] Based on the description of the embodiment, it can be seen that the application scenario and implementation principle of this embodiment are consistent with those of Embodiment 1, and therefore will not be described in detail.

[0079] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A high-speed rail transit safety detection method based on multi-level communication, characterized in that: The steps include: Acquire a first track and a second track where tracks intersect, and set an information processing unit at a first position away from the track intersection area; Based on the travel directions of the trains on the first track and the second track, safety detection points are respectively set on the first track and the second track for the trains traveling toward and leaving the track crossing area; All safety detection points are used as first communication nodes, and information processing units are used to form a first local area network, and each carriage of the train is used as a second communication node to form a second local area network; When the trains on the first track and the second track are both outside the safety monitoring point, the train travel information is obtained by using the second local area network and transmitted to the head train on the corresponding track for caching; When any safety detection point detects the leading vehicle on the first track and / or the second track, the train travel information cached in the leading vehicle on the first track and / or the second track is obtained, and the real-time train travel information at the safety detection point is obtained through the information processing unit; Based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information, the information processing unit performs safe passage control for trains that are about to pass through the track crossing area through the first local area network.

2. A high-speed rail transit safety detection method based on multi-level communication according to claim 1, characterized in that: The safety detection points on the first track are respectively the first safety detection point and the second safety detection point, and the safety detection points on the second track are respectively the third safety detection point and the fourth safety detection point.

3. A high-speed rail transit safety detection method based on multi-level communication according to claim 1, characterized in that: The first safety detection point on the first track is set at a second position away from the track intersection area, and the second safety detection point is set at a third position away from the track intersection area; The third safety detection point on the second track is set at a fourth position from the track intersection area, and the fourth safety detection point is set at a fifth position from the track intersection area.

4. A high-speed rail transit safety detection method based on multi-level communication according to claim 1, characterized in that: A communication base station is arranged in the first local area network, and the communication range of the first communication network is larger than the communication range of the second local area network.

5. The high-speed rail transit safety detection method based on multi-level communication according to claim 1 is characterized in that: Before setting up the second LAN, it also includes: Linear velocity sensors, angular velocity sensors and slope sensors are installed on each carriage of the train.

6. A high-speed rail transit safety detection method based on multi-level communication according to claim 5, characterized in that: When the second local area network is established, the linear velocity sensor, angular velocity sensor and slope sensor in each carriage detect the linear velocity information, angular velocity information and slope information of the carriage as the train travel information, and send it to the head car of the train for caching.

7. The high-speed rail transit safety detection method based on multi-level communication according to claim 1 is characterized in that: When forming the first local area network, obtain a safety detection point farthest from the track crossing area and use it as the central safety detection detection point; When the first local area network is established, the central safety detection point is in real-time working state. Except for the central safety detection point, other safety detection points are in standby state. The central safety detection point obtains in real time the position information of the train heading to the track crossing area on the track where the central safety detection point is located. When the central safety detection point detects a train approaching on the track within the detection range, the information processing unit controls the start of work of other safety detection points.

8. A high-speed rail transit safety detection method based on multi-level communication according to claim 7, characterized in that: After all safety inspections are started, when the central safety inspection point detects a train approaching on the track within the inspection range, the head car of the train will send the cached train travel information to all safety inspection points at the same time; If the safety detection point that first receives the cached train travel information is the central safety detection point, the central safety detection point sends the received cached train travel information to the information processing unit through the first local area network; If the safety checkpoint that first receives the cached train travel information is not the central safety checkpoint, the safety checkpoint that first receives the cached train travel information will synchronize the received cached train travel information to the central safety checkpoint, and after the center receives the cached train travel information sent by the train, it will compare and correct it with the synchronized cached train travel information, and then send the corrected cached train travel information to the information processing unit.

9. The high-speed rail transit safety detection method based on multi-level communication according to claim 1, characterized in that: Based on the number of leading vehicles detected at the safety detection point, combined with the real-time train travel information and the cached train travel information, the information processing unit performs safe passage control on the trains that are about to pass through the track crossing area through the first local area network, which means: The information processing unit stores the slope information between two safety detection points on the first track and the second track, as well as the linear velocity threshold and angular velocity threshold of each carriage corresponding to the slope information; If the number of leading vehicles detected by the safety detection point is one, determine whether the angular velocities in the real-time train travel information at the safety detection point on the current track are all less than the angular velocity threshold. If they are all less than, control the train to pass through the track crossing area at the linear velocity threshold and angular velocity threshold corresponding to the slope information between the two safety detection points on the track. Otherwise, control the train to stop and wait or reduce the linear velocity and angular velocity to pass through the track crossing area. If the number of leading cars detected by the safety detection point is two, determine whether there are two tracks on which the angular velocities in the real-time train travel information at the safety detection points are all less than the angular velocity threshold. If there are two, the train on one track is controlled to stop and wait, and the train on the other track passes through the track crossing area with the linear speed threshold and angular velocity threshold corresponding to the slope information between the two safety detection points on the track. If there is one, obtain the train on the track on which the angular velocity in the real-time train travel information at the safety detection points is less than the angular velocity threshold, and the train on this track has priority, while the train on the other track stops and waits. If there is no such train, obtain the train on the track with the smaller slope value in the two slope information, and the train on this track has priority, while the train on the other track stops and waits.

10. A high-speed rail transit safety detection system based on multi-level communication, applied to a high-speed rail transit safety detection method based on multi-level communication according to any one of claims 1 to 9, characterized in that: include: An information processing unit setting unit, used for acquiring a first track and a second track where tracks cross, and setting an information processing unit at a first position away from a track crossing area; A safety detection point setting unit, configured to set safety detection points on the first track and the second track for trains heading to and leaving the track crossing area, respectively, based on the traveling directions of the trains on the first track and the second track; A networking unit, used to use all safety detection points as first communication nodes, use the information processing unit to form a first local area network, and use each carriage of the train as a second communication node to form a second local area network; A first detection unit is used to obtain train travel information using a second local area network when both trains on the first track and the second track are outside the safety monitoring point, and transmit the information to the head train on the corresponding track for caching; A second detection unit is used to obtain the train travel information cached in the head vehicle on the first track and / or the second track when any safety detection point detects the head vehicle on the first track and / or the second track, and obtain the real-time train travel information on the safety detection point through the information processing unit; The safety control unit is used to perform safe passage control for trains that want to pass through the track crossing area based on the number of leading vehicles detected at the safety detection point, combined with real-time train travel information and cached train travel information. The information processing unit performs safe passage control for trains that want to pass through the track crossing area through the first local area network.

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