High-speed maglev train base station synchronous probing regular checking system and regular checking method

Abstract

The invention discloses a high-speed maglev train base station synchronous probing regular checking system and regular checking method. A plurality of ground base stations are respectively connected with a ground partition control center through an underground optical fiber ring network to form a ground partition control unit; the maglev train performs information transmission with the ground base station through the train-mounted base station, and the ground partition control center is connected with the central control system; the ground base station comprises the following modules: a communication module, a detection module, a maintenance module, a positioning navigation module and a sound wave expelling module. According to the invention, the functions of communication, detection, maintenance, positioning navigation and the like are integrated into one system. And different working modes can be quickly switched, so that the emergency response efficiency is improved, and the operation efficiency and safety of the base station are remarkably improved.

Description

Technical Field

[0001] The present invention provides a ground base station system and method for a high-speed maglev train that integrates functions such as communication, detection, positioning and navigation, and maintenance, and relates to the field of integrated base station communication detection and positioning maintenance. Background Art

[0002] Compared with traditional rail transit, maglev trains not only run at a relatively high speed but also adopt driverless technology. To improve the operation safety of maglev trains in harsh environments, the demand for integrated multi-functional base stations is increasing. In traditional rail transit systems, functions such as base station communication and maintenance are dispersed into multiple independent systems. Although this design with dispersed functions can meet their respective needs to a certain extent, multiple systems will occupy a large amount of space, resulting in a significant increase in the complexity of maintenance and management. When a failure occurs, the cooperation between systems is not smooth, which may delay the diagnosis and repair of the failure. In addition, traditional base stations often require manual intervention when switching working modes, with a slow response speed, affecting the efficiency of fault warning and emergency response.

[0003] Currently, the base station technologies used in China's rail transit systems are as follows: The first is the GSM-R technology. GSM-R adds railway transportation-specific dispatching communication functions on the basis of GSM, such as voice group call service (VGCS), voice broadcast service (VBS), etc. However, it only meets the basic needs of railway transportation services and cannot be applied to high-speed railways. The second is the LTE-R technology. It is a railway-specific communication system based on LTE technology, which can provide higher data transmission rates and improve the security and real-time performance of railway communication. However, it still faces challenges in technical problems such as the switching stability of wireless communication and the air interface delay during high-speed travel. The third is the 5G-R technology. 5G-R not only inherits the basic functions of the previous generation of railway communication systems (such as GSM-R) but also covers functions such as train control and command and dispatching. However, compared with the multi-functional requirements of the maglev system, it is still relatively single. Summary of the Invention

[0004] The purpose of the present invention is to overcome the deficiencies of the prior art and provide a high-speed maglev train base station synchronous detection, communication, positioning and maintenance system and maintenance method that integrates functions such as communication, detection, maintenance, and positioning and navigation into one system. It can quickly switch between different working modes, improve the efficiency of emergency response, and significantly improve the operation efficiency and safety of the base station.

[0005] The object of the present invention is achieved by the following technical solutions: a high-speed maglev train base station synchronous probing and regular inspection system, where multiple ground base stations are respectively connected to the ground sub-area control center through an underground optical fiber ring network to form a ground sub-area control unit; the maglev train transmits information with the ground base station through an on-vehicle base station, and the ground sub-area control center is connected to the central control system; the ground base station includes the following modules: a communication module, a detection module, a maintenance module, a positioning and navigation module, and an acoustic wave expulsion module.

[0006] A high-speed maglev train base station synchronous probing and regular inspection method, which uses the above system to achieve regular inspection, includes the following steps:

[0007] Step 1: When the system starts to operate, the ground base stations on each ground sub-area control unit are turned on and start self-checking to determine whether each module of the ground base station is operating normally. If a certain base station fails, the fault information will be transmitted to the central control system through the ground sub-area control center. The central control system will dispatch maintenance personnel and send the fault type and base station number of the base station to the terminal device of the maintenance personnel; after the maintenance personnel arrive at the faulty base station, they input the key to open the base station box, and the base station working mode switches to the maintenance mode; the base station emits a WLAN signal, and after the maintenance personnel connect, they communicate with the central control system in real time and receive the instructions of the central control system; after the maintenance personnel complete the repair and test that the base station function is normal, they input the key to close the base station box, and the base station exits the maintenance mode and starts normal operation; if the base station function operates normally after self-checking or returns to normal after maintenance, the base station starts to emit a base navigation signal and enters Step 2;

[0008] Step 2: Determine whether there is a train passing through this ground sub-area control unit and the adjacent ground sub-area control units; if there is no train passing, then proceed to Step 3, and the base station turns on the detection mode; if there is a train passing, then proceed to Step 4, and the base station turns on the communication mode;

[0009] Step 3: There is no train passing through this ground partition control unit and the adjacent ground partition control units, and the ground base station switches to the detection mode. First, the ground partition control center obtains the standard library of track path radar detection data for this section from the central control system to compare with the newly collected echo signals. The base station turns on the radar scan, sequentially emits detection signals in different directions and frequencies, and transmits the collected echo signals to the ground partition control center. Compare the echo signals with the data in the standard library to determine whether the difference between the echo signals and the standard library is higher than the alarm threshold. If the comparison result shows that the difference is lower than the alarm threshold, update the currently collected echo signals to the standard library. If the comparison result is higher than the alarm threshold, use the acoustic wave expulsion module to expel the abnormal target and detect whether the expulsion is successful. If the expulsion is successful, restart the judgment on whether there is a train passing through this area and the adjacent areas. If the expulsion fails, determine that the abnormal target is a stationary object, send the abnormal situation to the central control system for reporting and send the abnormal situation to the trains along the line for early warning. After on-site assessment and handling by professional personnel until the safety hazard is eliminated, resume normal operation. Then restart the judgment on whether there is a train passing through this ground partition control unit and the adjacent ground partition control units;

[0010] Step 4: There is a train passing through this ground partition control unit and the adjacent ground partition control units. The ground base station switches to the communication mode. Determine whether the train has left this ground partition control unit. If it has left the control unit, this round of work ends and proceeds to Step 11. If it is still within this ground partition unit, proceed to Step 5;

[0011] Step 5: Determine whether the ground base station within the ground partition control unit can establish a communication connection with the train. If the connection is established normally, proceed to Step 7. If the connection cannot be established normally, proceed to Step 6;

[0012] Step 6: If the ground partition control unit cannot establish normal communication with the train, determine that the train has an abnormality. The ground partition control center reports the abnormal situation to the central control system for handling. The central control system controls the train to immediately decelerate and stop, waiting to investigate the cause of the fault. The ground base station within this ground partition control unit turns on the detection mode. At this time, however, the detection module will switch the scanning object from the mountain environment around the maglev track to along the track to search for the train's position. The ground partition control center sequentially turns on the scan and receives the echo signals, and compares the echo signals with the data in the standard library. If the backward scan of the Nth ground base station and the forward scan of the (N + 1)th base station in this ground partition show abnormalities, and then based on the position information before the communication disconnection with the train, it is highly probable that the train is parked between these two base stations. Report this abnormal situation to the central control system and send rescue personnel to handle the accident until it returns to normal;

[0013] Step 7: Determine whether the ground base station in the ground zone control unit can receive the PRW positioning board information normally. If it can receive it normally, return to Step 4; if it cannot receive it normally, proceed to Step 8;

[0014] Step 8: Determine whether the ground zone control center can receive the navigation information of the ground base station normally. If it can receive it normally, proceed to Step 9; otherwise, proceed to Step 10;

[0015] Step 9: The PRW information is unstable or completely lost. At this time, the train cannot rely on the PRW information to obtain the position of the train, and the ground base station switches to the navigation positioning mode; the train calculates its own position information through the time difference between the ground navigation signals sent by the front and rear ground base stations reaching the on-vehicle base station, and sends the position information to the ground zone control unit; if the PRW information is abnormal when multiple trains pass through a certain section, it means that the PRW positioning board of this section is damaged; if the PRW positioning information of the train is always abnormal, it means that the module for receiving PRW information on this train is damaged; during the night safety maintenance, the PRW positioning board of the section where the PRW information fluctuates and the module for receiving PRW information on the train are repaired separately; then proceed to Step 11;

[0016] Step 10: If both the PRW positioning information and the ground-based navigation positioning information are lost, the train immediately decelerates and stops, determines the position of the train through the PRW information refreshed by the train for the last time, reports the abnormal situation to the central control system and sends out rescue personnel to handle the accident until it returns to normal; then proceed to Step 11;

[0017] Step 11: Determine whether the central control system has reached the operating time. If it has not reached, return to Step 2 and the system continues to run; if it has reached, the central control system issues an instruction to close the base station and the system operation ends.

[0018] The beneficial effects of the present invention are as follows: The present invention proposes a multi-functional integrated system for high-speed maglev train base station synchronization, exploration, communication, detection, maintenance, and positioning and navigation, which overcomes the problems of decentralized and single functions of existing track base stations, integrates functions such as communication, detection, maintenance, and positioning and navigation into one system. It can quickly switch between different working modes, improve the efficiency of emergency response, significantly improve the operation efficiency and safety of the base station. At the same time, this integrated design reduces the number of devices, reduces the complexity of base station maintenance and management, and reduces the maintenance cost. The present invention ensures the safety and stability of the train during high-speed operation. Description of the Drawings

[0019] Figure 1 It is the functional module diagram of the ground base station of the present invention;

[0020] Figure 2 It is the system working flow chart;

[0021] Figure 3 It is the working flowchart of the detection module. Specific implementation mode

[0022] The technical solution of the present invention will be further described below in conjunction with the accompanying drawings.

[0023] In the high-speed maglev train base station synchronization detection and regular inspection system, multiple ground base stations are respectively connected to the ground sub-area control center through an underground optical fiber ring network to form a ground sub-area control unit; the maglev train transmits information with the ground base station through the on-vehicle base station, and the ground sub-area control center is connected to the central control system; the ground base station includes the following modules: a communication module, a detection module, a maintenance module, a positioning and navigation module, and a sound wave expulsion module, as Figure 1 shown; the present invention mainly determines the operation mode of the base station by judging the position of the train.

[0024] The communication module is used to communicate with the on-vehicle base station, receive PRW and the navigation and positioning information of the train, transmit various service data, etc.;

[0025] The maintenance module is used to assist maintenance personnel to handle problems faster and more accurately when a ground base station fails; the functions of the maintenance module are: (1) Switch to the maintenance mode or exit the maintenance mode. The implementation method is to switch by opening the base station box door and inputting the key. (2) Send out a WLAN signal. By installing a wireless communication module, after maintenance personnel connect, they can communicate with the central control system in real time.

[0026] The detection module is used to detect potential safety hazards in advance by scanning and comparing the surrounding environment through radar when there is no train passing in a certain ground sub-area control unit and its adjacent sub-area control units, or to detect the specific position of the train when the vehicle loses power or fails;

[0027] The sound wave expulsion module is used to expel living things by emitting sound waves when an abnormal object is detected in the detection mode, saving manpower;

[0028] The positioning and navigation module is mainly used to calculate the position of the train through the ground-based navigation signal when the PRW information of the train is unstable or lost, so as to realize the control of the train's forward movement.

[0029] The key of the present invention lies in judging the switching timing of the base station operation mode and how each mode operates. The entry methods and working processes of the four modes will be introduced separately below. As Figure 2 shown, the high-speed maglev train base station synchronization detection and regular inspection method of the present invention uses the above system to realize regular inspection, including the following steps:

[0030] Step 1: When the system starts to operate, the ground base stations on each ground partition control unit turn on and start self-checking to determine whether all modules of the ground base station are operating normally. If a certain base station fails, the fault information will be transmitted to the central control system through the ground partition control center. The central control system will dispatch maintenance personnel and send the fault type and base station number of the base station to the terminal devices of the maintenance personnel. After the maintenance personnel arrive at the faulty base station, they input the key to open the base station box, and the base station working mode switches to the maintenance mode. The base station emits a WLAN signal. After the maintenance personnel connect, they communicate with the central control system in real time and receive the instructions from the central control system. After the maintenance personnel complete the repair and test that the base station functions normally, they input the key to close the base station box, and the base station exits the maintenance mode and starts normal operation. If the base station functions normally after self-checking or returns to normal after repair, the base station starts to emit the base navigation signal and enters Step 2;

[0031] Step 2: Determine whether there is a train passing through this ground partition control unit and the adjacent ground partition control units. If there is no train passing through, then Step 3 is executed, and the base station turns on the detection mode. If there is a train passing through, then Step 4 is executed, and the base station turns on the communication mode;

[0032] Step 3: There is no train passing through this ground partition control unit and the adjacent ground partition control units, and the ground base station switches to the detection mode. The ground partition control center first obtains the standard library of track path radar detection data for this section from the central control system to compare with the newly collected echo signals. The base station turns on the radar scan, emits detection signals with different directions and frequencies in sequence, and transmits the collected echo signals to the ground partition control center. The ground partition control center compares the echo signals with the data in the standard library to determine whether the difference between the echo signals and the standard library is higher than the alarm threshold. If the comparison result difference is lower than the alarm threshold, the echo signals collected this time are updated to the standard library. If the comparison result is higher than the alarm threshold, the acoustic wave expulsion module is used to expel the abnormal target and detect whether the expulsion is successful. If the expulsion is successful, it starts to determine again whether there is a train passing through this area and the adjacent areas. If the expulsion fails, it is determined that the abnormal target is a stationary object, and the abnormal situation is sent to the central control system for reporting and sent to the trains along the line for early warning. After on-site evaluation and handling by professional personnel until the safety hazards are eliminated and it returns to normal; then it starts to determine again whether there is a train passing through this ground partition control unit and the adjacent ground partition control units;

[0033] Step 4: There is a train passing through this ground partition control unit and the adjacent ground partition control units, and the ground base station switches to the communication mode. Determine whether the train has left this ground partition control unit. If it has left the control unit, this round of work ends and enters Step 11. If it is still within this ground partition unit, then enter Step 5;

[0034] Step 5: Determine whether the ground base station in the ground zoning control unit can establish a communication connection with the train. If the connection is established normally, proceed to Step 7; if the connection cannot be established normally, proceed to Step 6.

[0035] Step 6: If the ground zoning control unit cannot establish normal communication with the train, it is determined that the train has an abnormality, and accidents such as regional power outages or derailments may occur; the ground zoning control center reports the abnormal situation to the central control system for processing. The central control system processes and controls the train to immediately decelerate and stop, waiting to investigate the cause of the fault; the ground base station in this ground zoning control unit turns on the detection mode, but at this time, the detection module switches the scanning object from the mountain environment around the maglev track to along the track to search for the train's position; the ground zoning control center sequentially turns on the scan and receives the echo signal, and compares the echo signal with the data in the standard library; if the backward scan of the Nth ground base station and the forward scan of the (N + 1)th base station in this ground zone are abnormal, and then based on the position information before the communication disconnection with the train, it is judged that the train is probably parked between these two base stations; report this abnormal situation to the central control system and dispatch rescue personnel to handle the accident until it returns to normal.

[0036] Step 7: Determine whether the ground base station in the ground zoning control unit can normally receive the PRW positioning plate information. If it can receive it normally, return to Step 4; if it cannot receive it normally, proceed to Step 8; PRW is a train positioning system, which consists of positioning plates laid on the track and induction devices on the bottom of the vehicle; the induction device obtains the position of the train by a method similar to swiping a card (swiping the positioning plate on the track); first, the train obtains the PRW signal, and then transmits it to the ground zoning control unit through the on-vehicle base station.

[0037] Step 10: Determine whether the ground zoning control center can normally receive the navigation information from the ground base station. If it can receive it normally, proceed to Step 9, otherwise proceed to Step 10.

[0038] Step 9: The PRW information is unstable or lost. At this time, the train cannot obtain the position of the train relying on the PRW information, and the ground base station switches to the navigation positioning mode; the train calculates its own position information based on the time difference between the navigation signals sent by the front and rear ground base stations reaching the on-vehicle base station, and sends the position information to the ground zoning control unit; if the PRW information of multiple trains is abnormal when passing through a certain section, it means that the PRW positioning plate of this section is damaged; if the PRW positioning information of the train is always abnormal, it means that the module for receiving the PRW information on the train is damaged; during the night safety maintenance, respectively repair the PRW positioning plate of the section when the PRW information fluctuates and the module on the train for receiving the PRW information; then proceed to Step 11.

[0039] Step Ten: If both the PRW positioning information and the ground-based navigation positioning information are lost, the train immediately decelerates and stops. Determine the position of the train based on the PRW information refreshed by the train for the last time, report the abnormal situation to the central control system, and dispatch rescue personnel to handle the accident until it returns to normal; then proceed to Step Eleven.

[0040] Step Eleven: Determine whether the central control system has reached the operating time. If not, return to Step Two and the system continues to run; if it has reached, the central control system issues an instruction to turn off the base station and the system operation ends.

[0041] As Figure 3 shown, in the detection mode of the ground base station, the radar scanning operation process is as follows: After determining that there is no train passing through this section and the adjacent sections, the ground section unit obtains the standard library of radar detection data for the track path within this section, and the ground base station turns on the detection mode; the ground section unit starts from the first ground base station and turns on the scanning in sequence until the last Kth base station in this section is scanned. The scanning parameters of the base station include the front and rear directions, scanning frequency, pitch angle, left and right azimuth angles, etc.

[0042] (1) The first ground base station first emits a beam with a frequency of f1 and a directivity in the direction of track advancement for forward scanning.

[0043] (2) The ground base station first starts scanning with an initial pitch angle α = -60° and left and right azimuth angles β = -60°.

[0044] (3) When receiving the echo signal, if the ground base station is in forward scanning, the echo signal is received by the two base stations in front of this base station; otherwise, it is received by the base stations behind. In this embodiment, since the base station is in forward scanning, the echo signal is received by the Kth and (K - 1)th base stations in the previous section; if it is in backward scanning, it is received by the 2nd and 3rd base stations in this section.

[0045] (4) After the base station scans once with a pitch angle α = -60° and left and right azimuth angles β = -60°, let the pitch angle α of the base station be α = α + 30°, and the azimuth angle remains unchanged, and then scan again until the pitch angle α reaches the maximum value of 60°, and then the pitch angle returns to the initial value of -60°. After scanning once with the initial azimuth angle, determine whether the azimuth angle has reached the preset maximum value at this time. If not, increase the azimuth angle by thirty degrees and scan again with the changed azimuth angle until the maximum value is reached.

[0046] (5) Change the left and right azimuth angle β of the base station, let the pitch angle β of the base station be β = β + 30°, and repeat step (4) until the left and right azimuth angles reach the maximum value of 60°.

[0047] (6) After traversing all angles, change the scanning frequency of the base station from f1 to f2, and repeat steps (2) to (5) to obtain the echo signal values at different frequencies.

[0048] (7) Change the direction of the base station from the forward direction of the track to the reverse direction of the track, and then repeat (2) to (6).

[0049] (8) Compare the echo signal with the signals in the standard library to determine whether there is an abnormal situation. If it is higher than the threshold, an alarm will be issued.

[0050] (9) Finally, switch to the next ground base station for scanning until the scanning process of the Kth base station in the partition is completed and the base station scanning process ends.

[0051] Those of ordinary skill in the art will realize that the embodiments described herein are for helping the reader understand the principles of the present invention, and it should be understood that the protection scope of the present invention is not limited to such specific statements and embodiments. Those of ordinary skill in the art can make various other specific deformations and combinations without departing from the essence of the present invention based on the technical revelations disclosed in the present invention, and these deformations and combinations are still within the protection scope of the present invention.

Claims

1. High-speed maglev train base station synchronous sounding fixed inspection system, characterized in that, Multiple ground base stations are respectively connected to the ground zoning control center through an underground optical fiber ring network to form a ground zoning control unit; the maglev train transmits information with the ground base stations through on-vehicle base stations, and the ground zoning control center is connected to the central control system; the ground base station includes the following modules: a communication module, a detection module, a maintenance module, a positioning and navigation module, and an acoustic wave expulsion module.

2. The method for regular inspection of base station synchronization detection of high-speed maglev trains realizes regular inspection by using the system described in claim 1, and is characterized in that The steps are as follows: Step 1: When the system starts to operate, the ground base stations on each ground zoning control unit are turned on and start self-checking to determine whether each module of the ground base station is operating normally. If a certain base station fails, the fault information will be transmitted to the central control system through the ground zoning control center. The central control system will send maintenance personnel and send the fault type and base station number of the base station to the terminal device of the maintenance personnel; after the maintenance personnel arrive at the faulty base station, they input the key to open the base station box, and the base station working mode switches to the maintenance mode; the base station emits a WLAN signal, and after the maintenance personnel connect, they communicate with the central control system in real time and receive the instructions of the central control system. After the maintenance personnel complete the repair and test that the base station functions normally, they input the key to close the base station box, and the base station exits the maintenance mode and starts normal operation; if the base station functions normally after self-checking or returns to normal after repair, the base station starts to emit a base navigation signal and enters Step 2. Step 2: Determine whether there is a train passing through this ground zoning control unit and the adjacent ground zoning control units; if there is no train passing, then proceed to Step 3, and the base station turns on the detection mode; if there is a train passing, then proceed to Step 4, and the base station turns on the communication mode. Step 3: When there is no train passing through this ground zoning control unit and the adjacent ground zoning control units, the ground base station switches to the detection mode; the ground zoning control center first obtains the standard library of track path radar detection data for this section from the central control system to compare with the newly collected echo signals; the base station turns on the radar scan, sequentially emits detection signals in different directions and frequencies, and transmits the collected echo signals to the ground zoning control center; compare the echo signals with the data in the standard library to determine whether the difference between the echo signals and the standard library is higher than the alarm threshold. If the comparison result difference is lower than the alarm threshold, update the collected echo signals to the standard library this time; if the comparison result is higher than the alarm threshold, use the acoustic wave expulsion module to expel the abnormal target and detect whether the expulsion is successful; if the expulsion is successful, start to determine again whether there is a train passing through this area and the adjacent areas; if the expulsion fails, determine that the abnormal target is a stationary object, send the abnormal situation to the central control system for reporting and send the abnormal situation to the trains along the line for early warning. After on-site evaluation and handling by professional personnel until the potential safety hazard is eliminated and then return to normal; then start to determine again whether there is a train passing through this ground zoning control unit and the adjacent ground zoning control units. Step 4: When there are trains passing through this ground partition control unit and adjacent ground partition control units, the ground base station switches to the communication mode. Determine whether the train has left this ground partition control unit. If it has left the control unit, this round of work ends and proceeds to Step 11. If it is still within this ground partition unit, proceed to Step 5; Step 5: Determine whether the ground base station within the ground partition control unit can establish a communication connection with the train. If a connection is successfully established, proceed to Step 7; If a connection cannot be established normally, proceed to Step 6; Step 6: If the ground partition control unit cannot establish normal communication with the train, it is determined that the train has an abnormality. The ground partition control center reports the abnormal situation to the central control system for processing. The central control system controls the train to immediately decelerate and stop, waiting to troubleshoot the cause of the failure. The ground base station within this ground partition control unit turns on the detection mode. At this time, the detection module switches the scanning object from the mountain environment around the maglev track to along the track to search for the position of the train. The ground partition control center sequentially turns on the scan and receives the echo signal, and compares the echo signal with the data in the standard library. If the backward scan of the Nth ground base station and the forward scan of the (N + 1)th base station in this ground partition show abnormalities, and then based on the position information before the communication disconnection with the train, it is judged that the train is likely to stay between these two base stations. Report this abnormal situation to the central control system and dispatch rescue personnel to handle the accident until it returns to normal; Step 7: Determine whether the ground base station within the ground partition control unit can normally receive the PRW positioning plate information. If it can receive it normally, return to Step 4; If it cannot receive it normally, proceed to Step 8; Step 8: Determine whether the ground partition control center can normally receive the navigation information of the ground base station. If it can receive it normally, proceed to Step 9, otherwise proceed to Step 10; Step 9: The PRW information is unstable or completely lost. At this time, the train cannot rely on the PRW information to obtain the position of the train. The ground base station switches to the navigation positioning mode. The train calculates its own position information based on the time difference between the ground navigation signals sent by the front and rear ground base stations reaching the on-vehicle base station, and sends the position information to the ground partition control unit. If the PRW information is abnormal when multiple trains pass through a certain section, it means that the PRW positioning plate in this section is damaged. If the PRW positioning information of the train is always abnormal, it means that the module on the train that receives the PRW information is damaged. During nighttime safety maintenance, respectively repair the PRW positioning plate in the section where the PRW information fluctuates and the module on the train that receives the PRW information; Then proceed to Step 11; Step 10: If both the PRW positioning information and the ground-based navigation positioning information are lost, the train immediately decelerates and stops. Determine the position of the train through the last PRW information refreshed by the train, report the abnormal situation to the central control system and dispatch rescue personnel to handle the accident until it returns to normal; Then proceed to Step 11; Step 11: Determine whether the central control system has reached the operating time. If it has not reached, return to Step 2 and the system continues to run. If it has reached, the central control system issues an instruction to turn off the base station and the system operation ends.

3. The method for synchronously detecting and regularly inspecting the high-speed maglev train base station according to claim 2, wherein In the detection mode of the ground base station, the radar scanning operation process is as follows: After determining that there is no train passing through this partition and adjacent partitions, the ground partition unit obtains the standard library of radar detection data for the track path within this partition, and the ground base station turns on the detection mode; the ground partition unit starts from the first ground base station and turns on the scanning in sequence; The ground base station first emits a beam with a frequency of f and a directivity in the direction of orbital advancement for forward scanning. The ground base station first starts scanning at the initial pitch angle and the left and right azimuth angles. When receiving the echo signal, if the ground base station is performing forward scanning, the echo signal is received by the previous two base stations of this base station; otherwise, the echo signal is received by the subsequent base station. After scanning once at the initial azimuth angle, it is judged whether the azimuth angle has reached the preset maximum value at this time. If it has not reached, the azimuth angle is increased by 30 degrees, and then scanned again with the changed azimuth angle until the maximum value is reached. If the maximum value has been reached, it is judged whether the pitch angle has reached the preset maximum value. Similarly, if it has not reached, the pitch angle is increased by 30 degrees, and then scanned again with the changed azimuth angle until the maximum value is reached. k After scanning once at the initial azimuth angle, it is judged whether the azimuth angle has reached the preset maximum value at this time. If it has not reached, the azimuth angle is increased by 30 degrees, and then scanned again with the changed azimuth angle until the maximum value is reached. If the maximum value has been reached, it is judged whether the pitch angle has reached the preset maximum value. Similarly, if it has not reached, the pitch angle is increased by 30 degrees, and then scanned again with the changed azimuth angle until the maximum value is reached. After traversing all angles, change the scanning frequency of the base station and repeat the scanning process to obtain the echo signal values at different frequencies; Then switch the base station from forward scanning to backward scanning and repeat the above steps; Compare the echo signal with the signal in the standard library to determine whether there is an abnormal situation; Finally, switch to the next ground base station for scanning until all ground base stations within this ground partition are scanned, and the base station scanning process ends.

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