Positioning and anti-collision early warning system and early warning method for TBM (Tunnel Boring Machine) tunnel locomotive

Abstract

The invention discloses a TBM tunnel locomotive positioning and anti-collision early warning system, which belongs to the field of tunnel construction safety, and comprises positioning equipment and early warning equipment, the positioning equipment is composed of a UWB positioning base station, a UWB ranging base station, a UWB positioning label and a ranging module on a locomotive, and the UWB positioning base station, the UWB ranging base station and the UWB positioning label are arranged on a tunnel wall. The early warning equipment comprises a local-level early warning module, an intersection-level early warning module and a platform-level early warning module; the UWB positioning base station is used for acquiring one-dimensional position information of the locomotive in the axial direction of the tunnel, and the distance measuring module comprises distance measuring sensors and UWB distance measuring base stations which are arranged at the head part and the tail part of the locomotive and is used for measuring the relative distances between the locomotive and the wall surface of the tunnel and between the locomotive and other locomotives; the local-level early warning module triggers sound-light alarm according to the relative distance between the locomotives collected by the distance measuring module; the intersection-level early warning module displays the track occupation state through a lane indicating lamp and prompts that the locomotive runs safely. The method has the advantage of being high in accuracy.

Description

Technical Field

[0001] The present invention relates to the field of tunnel construction safety, and in particular to a TBM tunnel locomotive positioning and anti-collision warning system and method. Background Art

[0002] Currently, during TBM tunnel construction, drivers are unable to effectively obtain road conditions while traveling in both directions due to insufficient lighting and the inability of locomotives to turn around. This can easily lead to locomotive collisions. This is particularly true in large-diameter tunnel construction, where dual-track or even multi-track transport is often used. Locomotive trains often include a variety of combinations, including diesel locomotives, flatbed trucks, personnel carriers, and mortar trucks, all of varying lengths. Traditional fixed-mount distance measurement and collision avoidance systems are difficult to adapt to dual-track tunnel transport and the flexible arrangement of locomotives.

[0003] Publication number CN114906176A, titled "A Method, System, Terminal, and Storage Medium for Preventing Collision with an Electric Locomotive." This method uses a UWB ultra-wideband ranging system to obtain a first distance between the electric locomotive and a tunnel boring machine in real time and displays the first distance. The method then analyzes the first distance based on a preset first distance threshold to obtain a first analysis result. The operating status of the electric locomotive is then controlled based on the first analysis result. However, this method simply compares the threshold with the distance between the electric locomotive and the tunnel boring machine to determine whether to decelerate, and is unable to dispatch multiple locomotives or double-track locomotives.

[0004] Publication number CN118711160A, titled "A Mine Electric Locomotive Anti-Collision Method and System Based on Edge Deployment." The system inputs the images of the mine electric locomotive running on the track collected in real time by the image acquisition unit into the trained anti-collision visual detection model. The position measurement unit obtains the distance information between the obstacle and the mine electric locomotive. The control module receives and processes the bounding box image with the obstacle category and confidence level, and the distance information between the obstacle and the mine electric locomotive to control the anti-collision operation of the mine electric locomotive. However, the visual detection model has a certain probability of misjudgment, the gap between the calculated distance information and the actual distance is unknown, and the role of the driver is ignored, making it impossible to achieve completely accurate collision avoidance.

[0005] Publication number CN116395000A, titled "Electric Locomotive Collision Prevention Method, Apparatus, Electronic Device, and Storage Medium," utilizes ultra-wideband (UWB) positioning data to obtain the distance between a first electric locomotive and a second electric locomotive. If the distance between the two locomotives meets the collision prevention warning condition, collision prevention warning information is generated, providing collision prevention warnings for the locomotive and ensuring its dispatch safety. However, this method only provides collision prevention warnings for one-way tracks and cannot be used for two-way tracks.

[0006] In the above patents, locomotive collision avoidance relies on single UWB positioning data, which has the limitation of only being able to identify one-way distance and unable to perform lane-level positioning; or relying on machine vision technology, which cannot guarantee the accuracy of recognition under actual operating conditions. Summary of the Invention

[0007] The present invention provides a TBM tunnel locomotive positioning and anti-collision warning system to solve the technical problem of low accuracy of existing anti-collision systems.

[0008] According to one aspect of the present invention, a TBM tunnel locomotive positioning and anti-collision warning system is provided, comprising a positioning device and a warning device. The positioning device is composed of a UWB positioning base station on the tunnel wall, a UWB ranging base station, a UWB positioning tag, and a ranging module on the locomotive. The warning device comprises a local-level warning module, an intersection-level warning module, and a platform-level warning module.

[0009] The UWB positioning base station is used to obtain the one-dimensional position information of the locomotive in the direction of the tunnel axis. The ranging module includes ranging sensors and UWB ranging base stations arranged at the head and tail of the locomotive, which are used to measure the relative distance between the locomotive and the tunnel wall and other locomotives;

[0010] The local warning module triggers an audible and visual alarm based on the relative distance between the locomotives collected by the ranging module;

[0011] The intersection-level warning module displays the track occupancy status through lane indicator lights, prompting locomotives to travel safely;

[0012] The platform-level early warning module uploads the locomotive's positioning information and track status to the monitoring platform via a wireless network, enabling global real-time monitoring and scheduling.

[0013] According to another aspect of the present invention, a TBM locomotive positioning and anti-collision warning method is provided, comprising the following steps:

[0014] S1, locomotive collision avoidance hardware module installation: UWB positioning base stations are installed on the tunnel walls, lane indicators are installed at tunnel intersections, and UWB positioning tags, ranging base stations, and ranging modules are installed at the head and tail of the locomotive, completing the deployment of the locomotive positioning module;

[0015] S2, Locomotive lane-level positioning and inter-locomotive distance measurement: The UWB positioning tag is used to obtain the locomotive's one-dimensional position information on the tunnel axis. The distance between the locomotive and the left and right tunnel walls is measured using the ranging module. The locomotive's track location is determined by combining this information. The relative distance between the locomotive and the locomotive is obtained using the UWB ranging base station.

[0016] S3, formulate a three-level warning mechanism for locomotive collision warning, the three-level warning includes local level warning, intersection level warning and intersection level warning.

[0017] Optionally, the local-level warning includes obtaining the relative distance between the locomotives through a distance measurement module and triggering an audible and visual alarm. The distance threshold for triggering the audible and visual alarm includes a first-level alarm threshold and a second-level alarm threshold, and the first-level alarm threshold is greater than the second-level alarm threshold.

[0018] Intersection-level warnings include lane indicators that display red, yellow, or green lights based on the presence and operating status of locomotives in the previous section, alerting drivers to intersection status;

[0019] Platform-level warning includes uploading the real-time location information of all locomotives to the monitoring platform through the tunnel wireless network, and the driver can check the locomotive position and track occupancy status through navigation software.

[0020] Optionally, in step S1, UWB positioning base stations are installed at preset intervals and redundancy is set; all UWB positioning base stations are connected to the switch through a wired network, and the switch realizes wireless coverage in the tunnel through wireless AP nodes.

[0021] Optionally, in step S1, the positioning module at the head of the locomotive includes a UWB positioning tag, a UWB ranging base station and two ranging modules arranged symmetrically on the left and right. The positioning module at the rear of the locomotive includes a UWB positioning tag and a UWB ranging base station. The modules are installed magnetically and support quick disassembly and redeployment.

[0022] Optionally, in step S2, the locomotive lane-level positioning is achieved by:

[0023] Obtain the one-dimensional position information of the tunnel axis of the UWB positioning tags at the head and tail of the locomotive;

[0024] The distance between the locomotive and the left and right walls of the tunnel is measured using the distance measurement module;

[0025] Compare the left and right distance measurement values to determine the track the locomotive is on. A smaller distance measurement value on the right side indicates that the locomotive is on the right track, otherwise it is on the left track.

[0026] Optionally, in step S2, the distances to other locomotives are measured in real time by the ranging base stations at the head and tail of the locomotive, and the uniqueness of the ranging module identification is used to avoid mismeasurement between the head and tail ranging base stations of the same locomotive, and the distance values between the ranging base stations are compared, and the minimum value is taken as the relative distance between the locomotives.

[0027] Optionally, in the S3 step, the alarm threshold of the local-level warning can be adjusted, the first-level alarm triggers a yellow alarm light, and the second-level alarm triggers a red alarm light accompanied by a buzzer alarm; the alarm signal is synchronized to the display device on the driver's side through the wireless IO module.

[0028] Optionally, in step S3, the lane indicator lights for the intersection-level warning are displayed according to the following rules:

[0029] Red light: There is a running locomotive or a stopped locomotive approaching the intersection in the next section;

[0030] Yellow light: There is a locomotive running away from the intersection in the next section;

[0031] Green light: There are no locomotives in the next section.

[0032] Optionally, in the S3 step, the platform-level warning uploads the real-time location information of the locomotive to the monitoring platform via the wireless network. The driver can use the navigation software to view the location, track occupancy and running direction of this locomotive and other locomotives in real time, and adjust the driving status according to the monitoring information.

[0033] In summary, this application includes at least one of the following beneficial technical effects:

[0034] UWB technology achieves high-precision positioning, leveraging its anti-interference capabilities and precise ranging characteristics to ensure reliable identification in tunnel environments with complex reflections and interference. Secondly, the system employs a multi-sensor fusion approach, combining data from UWB positioning tags and ranging modules. This not only determines the locomotive's one-dimensional position along the tunnel axis, but also uses left and right ranging modules to measure the distance to the tunnel walls in real time, further accurately determining the locomotive's track position and effectively avoiding identification errors that could be caused by a single sensor. Furthermore, the system enhances data reliability through redundant design. For example, UWB positioning base stations are installed at regular intervals with 20% redundancy to ensure stable positioning services despite equipment damage or signal interference. Furthermore, ranging base stations shield and uniquely identify the ranging results of the locomotive's front and rear modules, preventing mismatches between the front and rear of the same locomotive and ensuring accurate relative distance calculation. Furthermore, the modular hardware design and magnetic mounting method allow for quick disassembly and flexible deployment of the positioning modules, adapting to diverse train formation requirements and different operating scenarios, enhancing the system's adaptability and scalability. The three-level anti-collision warning mechanism covers a full range of safety scenarios from the local level, intersection level to the platform level, providing drivers with real-time sound and light alarms and intersection occupancy prompts. At the same time, it realizes global real-time monitoring and scheduling optimization through the platform, significantly improving safety and management efficiency.

[0035] In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0037] Figure 1 This is a schematic diagram of the connection circuit of the tunnel lane indicator of the present invention;

[0038] Figure 2 This is a circuit diagram of the anti-collision control box for the locomotive head carriage of the present invention;

[0039] Figure 3 This is a schematic diagram of the circuit of the anti-collision control box of the locomotive rear carriage of the present invention;

[0040] Figure 4 This is a schematic diagram of the logic diagram of the tunnel wall lane indicator of the present invention. DETAILED DESCRIPTION

[0041] The embodiments of the present invention are described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0042] The following is combined with Figure 1-4 This application is described in further detail.

[0043] A TBM tunnel locomotive positioning and anti-collision warning system includes a positioning device and a warning device. The positioning device consists of a UWB positioning base station on the tunnel wall, a UWB ranging base station, a UWB positioning tag, and a ranging module on the locomotive. The warning device includes a local warning module, an intersection warning module, and a platform warning module. The UWB positioning base station is used to obtain one-dimensional position information of the locomotive in the direction of the tunnel axis. The ranging module includes ranging sensors and UWB ranging base stations arranged at the head and tail of the locomotive, which are used to measure the relative distance between the locomotive and the tunnel wall and other locomotives. The local warning module triggers an audible and visual alarm based on the relative distance between the locomotive and the locomotive collected by the ranging module. The intersection warning module displays the track occupancy status through lane indicator lights to remind the locomotive to travel safely. The platform warning module uploads the locomotive's positioning information and track status to a monitoring platform via a wireless network to achieve global real-time monitoring and scheduling.

[0044] By deploying UWB positioning base stations and UWB ranging base stations in the tunnel, as well as UWB positioning tags and ranging modules installed on locomotives, a precise positioning and anti-collision warning system has been built. Its working principle is to use UWB positioning technology to obtain the one-dimensional position information of the locomotive in the direction of the tunnel axis, and at the same time use the ranging module to measure the relative distance between the locomotive and the tunnel wall and other locomotives in real time, thereby achieving comprehensive control of the locomotive position and relative motion state. The system is designed with a three-level early warning mechanism at the local, intersection and platform levels. The local-level early warning module uses the relative distance information collected by the ranging module. When the relative distance is less than the set threshold, it triggers an audible and visual alarm, prompting the driver to adjust the operating status in time; the intersection-level early warning module displays the track occupancy status through lane indicator lights, and indicates red, yellow or green lights according to the occupancy of the track ahead and the operating status of the locomotive, prompting the driver to pass safely or stop, reducing the risk of intersection collisions; the platform-level early warning module uploads the locomotive's real-time positioning information and track status to the monitoring platform through the wireless network. The driver can view the locomotive position, track occupancy and the operating status of other locomotives in real time through the navigation software, and the dispatcher can also optimize the dispatch based on a global perspective.

[0045] The high-precision positioning and real-time ranging capabilities of UWB technology effectively overcome the limitations of traditional positioning and collision avoidance systems imposed by restricted line of sight and confined space in tunnel environments, significantly improving locomotive positioning accuracy and operational safety. Furthermore, a three-level warning mechanism covers local driving, intersections, and global dispatching, providing comprehensive safety protection from the individual to the overall level. This not only provides real-time safety alerts for drivers but also provides a basis for optimized dispatching for managers, reducing collision risks and improving construction efficiency. Furthermore, the system enables real-time information exchange between various devices within the tunnel via a wireless network, ensuring that drivers and dispatching platforms can simultaneously obtain the locomotive's dynamic position and track status, further improving the timeliness and reliability of information transmission. Finally, the system's flexible design adapts to various locomotive formations and complex road conditions, effectively improving the efficiency and safety of locomotive operation during TBM tunnel construction while reducing the probability of accidents, providing advanced technical support and safety assurance for tunnel projects.

[0046] The present invention also provides a TBM locomotive positioning and anti-collision warning method, comprising the following steps:

[0047] S1, locomotive anti-collision hardware module installation: Install UWB positioning base stations on the tunnel wall, install lane indicators at tunnel intersections, and install UWB positioning tags, ranging base stations and ranging modules on the head and tail of the locomotive respectively to complete the deployment of the locomotive positioning module.

[0048] Reference Figure 1This step implements the installation of the locomotive anti-collision hardware module through the following process: First, UWB positioning base stations are deployed on the tunnel wall at preset intervals to achieve full coverage of one-dimensional positioning in the tunnel. The installation interval between base stations is determined according to the tunnel environment and signal coverage range, and a certain redundancy is set (for example, 20%). All UWB positioning base stations are connected to the switch via a wired network, and the switch achieves full coverage of wireless signals in the tunnel through wireless AP nodes. Secondly, lane indicator modules are installed on the tracks on both sides of the tunnel intersection. The lane indicators include red, yellow, and green lights, which are connected to the wireless network through an IO gateway to display the track occupancy status and are powered by a 24VDC adapter to ensure continuous operation. Next, positioning modules are installed at the head and tail of the locomotive. These modules consist of UWB positioning tags, UWB ranging base stations, and ranging sensors. The positioning tags and ranging base stations are installed on the top of the locomotive to obtain the locomotive's one-dimensional tunnel position information and its relative distance to other locomotives. The ranging sensors are symmetrically installed on both sides of the locomotive to measure the left-right distance between the locomotive and the tunnel wall to accurately determine the locomotive's track. The positioning module is quickly fixed to the locomotive using a magnetic method, allowing for flexible disassembly and redeployment to accommodate the diverse needs of locomotive formations. Finally, the locomotive's positioning module's power supply and communication modules are connected to the power supply and data transmission systems in the cab to ensure continuous operation of the equipment during operation. The collected positioning data and ranging information are transmitted to the monitoring platform and driver-side display device via wireless signals, completing the deployment of the entire hardware module and providing hardware support for subsequent positioning and warning functions.

[0049] In step S1, UWB positioning base stations are installed at preset intervals and with redundancy set; all UWB positioning base stations are connected to switches via a wired network, and the switches achieve wireless coverage in the tunnel through wireless AP nodes.

[0050] UWB positioning base stations are deployed at preset spacings designed for the tunnel's actual environment to ensure full signal coverage. The specific spacing is determined by the UWB signal's coverage radius, typically around 400 meters. A 20% redundancy factor is provided to account for potential equipment failures or signal interference, ensuring system reliability and stability. Each UWB positioning base station is connected to a switch within the tunnel via a wired network, forming a centralized signal management network. The switch aggregates positioning data from all base stations and distributes it via wireless access points (APs). Wireless APs are installed at appropriate locations within the tunnel, creating a fully wireless signal transmission network that ensures real-time upload of positioning information to the monitoring platform and distribution to locomotives and other equipment. This deployment not only enables accurate one-dimensional position information of the locomotive along the tunnel axis, but also enhances the system's fault tolerance through redundant design. Even if individual base station failures occur, overall positioning accuracy is not affected. Furthermore, the wireless network's coverage enables rapid transmission of positioning data and ranging information, providing reliable communication support for the three-level early warning system and ensuring efficient and safe locomotive operation during tunnel construction.

[0051] Reference Figure 2 In step S1, the positioning module at the head of the locomotive includes a UWB positioning tag, a UWB ranging base station, and two symmetrically arranged ranging modules. The positioning module at the rear of the locomotive includes a UWB positioning tag and a UWB ranging base station. The modules are installed magnetically to support rapid disassembly and redeployment. The positioning module at the head of the locomotive consists of a UWB positioning tag, a UWB ranging base station, and two symmetrically arranged ranging modules. The positioning tag and the ranging base station are installed on the top of the locomotive head to obtain the one-dimensional position information of the locomotive in the direction of the tunnel axis and the relative distance between the locomotive and other locomotives. The two ranging modules are symmetrically installed on the left and right sides of the locomotive head to measure the distance between the locomotive and the tunnel wall in real time, thereby accurately determining the locomotive's track position. The positioning module at the rear of the locomotive consists of a UWB positioning tag and a UWB ranging base station. The installation method is similar to that of the head. It is used to supplement the positioning information of the locomotive tail and measure the relative distance to other locomotives. All modules are installed magnetically and fixed to the locomotive surface by strong magnets, which allows for quick disassembly and redeployment to meet the flexible formation and different operation requirements of the locomotive.

[0052] S2, locomotive lane-level positioning and relative distance measurement between locomotives: The one-dimensional position information of the locomotive on the tunnel axis is obtained through the UWB positioning tag, and the distance between the locomotive and the left and right walls of the tunnel is measured using the ranging module. The information of the two is combined to determine the track where the locomotive is located; the relative distance between the locomotive and the locomotive is obtained through the UWB ranging base station.

[0053] Reference Figure 3UWB positioning tags installed at the front and rear of the locomotive interact with UWB positioning base stations on the tunnel walls. Leveraging the high precision of UWB technology, the locomotive's one-dimensional position along the tunnel axis is acquired, providing its real-time position in the tunnel coordinate system. Simultaneously, ranging modules installed on the left and right sides of the locomotive's head measure the distance between the locomotive and the left and right tunnel walls, respectively. By comparing the distances from the left and right sides, the locomotive's track is determined. If the right-side distance is smaller, the locomotive is closer to the right track; otherwise, it's closer to the left track. To measure the relative distance between locomotives, UWB ranging base stations installed at the front and rear of the locomotive acquire the relative distance between the locomotive and other locomotives in real time. Using a unique identification mechanism to prevent false measurements, the data from all ranging base stations are compared, and the minimum value is taken as the actual relative distance between locomotives. This process, through the combination of one-dimensional UWB positioning and ranging modules, enables precise positioning of the locomotive within the tunnel and real-time determination of track occupancy, ensuring safe locomotive operation in dual-track tunnels. By accurately measuring the relative distance between the machine and the vehicle, the risk of collision caused by narrow space and limited vision is effectively avoided, providing accurate data support for the subsequent three-level anti-collision warning mechanism.

[0054] In step S2, the locomotive lane-level positioning is achieved by: obtaining the one-dimensional position information of the tunnel axis of the UWB positioning tags at the head and tail of the locomotive; measuring the distance between the locomotive and the left and right walls of the tunnel through the ranging module; comparing the left and right ranging values to determine the track on which the locomotive is located. A smaller ranging value on the right indicates that the locomotive is on the right track, and vice versa.

[0055] UWB positioning tags installed at the locomotive's front and rear interact with UWB positioning base stations evenly distributed along the tunnel walls. Leveraging the high-precision ranging characteristics of UWB signals, the system acquires real-time one-dimensional position information of the locomotive's front and rear along the tunnel axis, thereby determining the locomotive's longitudinal coordinates. Distance measurement modules, symmetrically arranged on the locomotive's left and right sides, then measure the distance between the locomotive and the left and right tunnel walls. These modules utilize high-precision sensors to collect distance information in real time, ensuring data accuracy and real-time availability. Finally, track determination is performed by comparing the distance values collected by the left and right distance measurement modules. A smaller right-side distance measurement indicates the locomotive is closer to the right track of the tunnel; conversely, a smaller left-side distance measurement indicates the locomotive is closer to the left track. This left-right distance measurement comparison, combined with the tunnel's symmetrical layout, accurately determines the locomotive's current track. This process ensures lane-level positioning accuracy within the tunnel by combining UWB positioning with data from the left and right distance measurement modules, enabling precise determination of the locomotive's position on both tracks. For double-track tunnel environments, this positioning method effectively solves the problem of locomotive track confusion or unclear track occupancy, and provides data support for the safe scheduling of double-track operations.

[0056] In step S2, the distances to other locomotives are measured in real time through the ranging base stations at the head and tail of the locomotive. The uniqueness of the ranging module is used to avoid mismeasurements between the ranging base stations at the head and tail of the same locomotive. The distance values between the ranging base stations are compared, and the minimum value is taken as the relative distance between the locomotives.

[0057] UWB ranging base stations installed at the front and rear of the locomotive measure the distance between the current locomotive and other locomotives in real time. Each UWB ranging base station has a unique identifier that distinguishes the distances between different locomotives, thus preventing mismeasurements between the front and rear ranging base stations on the same locomotive. During operation, the ranging base station calculates the distances to other nearby base stations in real time and transmits all measured distance data to the system for processing. To ensure the accuracy of relative distances, the system compares the distances between each locomotive's front and rear ranging base stations with those of other locomotives, ultimately taking the minimum value as the relative distance between locomotives. This approach, through the configuration of dual ranging base stations and a unique identifier management mechanism, effectively eliminates errors caused by distance measurements between the front and rear base stations within the same locomotive, thereby ensuring the accuracy and reliability of relative distance measurements between locomotives. Using the minimum distance as the relative distance selection method can quickly and accurately reflect the minimum safe distance between two locomotives, providing high-precision basic data support for collision warning. In addition, this distance measurement method can reflect the relative position status of locomotives in dynamic operation in real time, providing timely and reliable information for the subsequent three-level early warning mechanism, effectively reducing the risk of collision due to distance misjudgment, and further improving the safety and dispatching efficiency of tunnel locomotive operation.

[0058] S3: Develop a three-tiered early warning system for locomotive collision warnings. The three-tiered system includes local, intersection, and road junction warnings. This system provides comprehensive safety protection for locomotive collision warnings. Local-level warnings are mainly based on the real-time relative distance data collected by the locomotive's head and tail ranging modules. When the relative distance between the locomotives is less than the set alarm threshold, an audible and visual alarm is triggered, promptly reminding the driver to take actions such as slowing down or stopping, effectively preventing collisions between the locomotives; intersection-level warnings use lane indicator lights installed at tunnel intersections, combined with the UWB positioning information and track occupancy status of each locomotive, to inform the driver of the traffic conditions at the intersection through different display forms of red, yellow and green lights, such as whether there is a locomotive approaching, passing or stopped at the intersection ahead, helping the driver to pass safely in complex intersection environments and reduce the risk of collisions caused by track crossings; platform-level warnings upload the real-time positioning information and track occupancy status of all locomotives to the monitoring platform through the wireless network in the tunnel. Dispatchers can grasp the operating status of all locomotives in real time based on a global perspective, and synchronize it with the driver through navigation software to guide them to adjust their operating strategies, avoid track resource conflicts, and ensure operational efficiency and safety. The three-level warning mechanism covers multiple levels of needs, from local driver operations to intersection reminders to global scheduling management. It can not only provide drivers with real-time operation references, but also help managers optimize scheduling and ensure the safety and efficiency of locomotive operation during tunnel construction.

[0059] Local-level warnings involve obtaining the relative distance between locomotives through a distance measurement module and triggering an audible and visual alarm. The distance thresholds for triggering the audible and visual alarms include a level one alarm threshold and a level two alarm threshold, with the level one alarm threshold being greater than the level two alarm threshold. Local-level warnings use the distance measurement module installed on the locomotive to obtain the relative distance between the current locomotive and other locomotives in real time and compare it with the preset alarm thresholds. When the relative distance measured by the distance measurement module is less than the level one alarm threshold, the system triggers a yellow audible and visual alarm, prompting the driver to pay attention to the situation ahead and slow down. If the relative distance further decreases to less than the level two alarm threshold, the system triggers a red audible and visual alarm, accompanied by a beep, providing a stronger warning to the driver to immediately take emergency braking measures to avoid a collision. The level one alarm threshold is set higher than the level two alarm threshold to provide early warning before danger occurs, while the level two alarm targets higher collision risks and requires the driver to take swift action.

[0060] The alarm threshold of the local-level warning is adjustable. The first-level alarm triggers a yellow warning light, and the second-level alarm triggers a red warning light accompanied by a buzzer alarm. The alarm signal is synchronized to the display device on the driver's side through the wireless IO module. The local-level warning collects the relative distance data between the machine and the vehicle in real time through the distance measurement module, and compares it with the adjustable alarm threshold set in the system. When the measured relative distance is less than the first-level alarm threshold, the system triggers a yellow warning light to remind the driver to maintain a safe distance and take deceleration measures; when the relative distance is further shortened to less than the second-level alarm threshold, the system triggers a red warning light accompanied by a buzzer, using a stronger warning signal to remind the driver to immediately take emergency braking and other measures to avoid collision. The alarm signal is quickly transmitted to the display device on the driver's side through the wireless IO module. The driver can clearly view the current alarm status and the corresponding distance information on the display device, which facilitates him to make quick adjustments based on the warning signal and on-site conditions.

[0061] Reference Figure 4 , intersection-level warning includes lane indicators that display red, yellow, or green lights based on the presence and operating status of locomotives in the previous section, prompting the driver of the intersection status. Intersection-level warning is achieved through lane indicators installed at tunnel intersections. The lane indicators communicate with the UWB positioning tags and ranging base stations of each locomotive to obtain the presence and operating status of locomotives in the previous section in real time, and display different light signals according to preset logical rules. When the system detects that there is a running locomotive or a stopped locomotive approaching the intersection in the previous section, the lane indicator will light up red, prompting the driver not to enter the intersection to avoid a collision; if there is a running locomotive far away from the intersection in the previous section, the lane indicator will light up yellow, prompting the driver to drive carefully and be prepared to stop at any time; when there is no locomotive in the previous section, the lane indicator will show a green light, prompting the driver to pass through the intersection safely. Through this process, intersection-level warning can dynamically adjust signal displays according to the real-time traffic conditions in the intersection area ahead, helping drivers make quick decisions in complex intersection environments, avoiding collision risks caused by track crossing or occupation, and significantly improving the operating safety and traffic efficiency of locomotives at tunnel intersections.

[0062] Platform-level warnings involve uploading the real-time location information of all locomotives to a monitoring platform via the tunnel's wireless network. Drivers can then view locomotive positions and track occupancy status using navigation software. This platform-level warning system utilizes the tunnel's wireless network to transmit global information in real time. Real-time location information and track occupancy status collected by each locomotive's UWB positioning tag and ranging base station are uploaded to the monitoring platform via wireless I / O modules and wireless access points. The monitoring platform centrally processes and visualizes this data, presenting the locomotive's operating position, track occupancy status, and travel direction in an intuitive interface for real-time monitoring and management by dispatchers. Simultaneously, this data is synchronized via the wireless network to the driver's navigation software, allowing the driver to view the locomotive's current position in the tunnel, whether the track ahead is occupied, and the operating status of other locomotives in real time, allowing them to adjust their speed and route based on this navigation information. This approach not only provides the driver with a global perspective on location information but also provides dispatchers with precise data support for unified management and optimized decision-making, effectively improving the operational efficiency and overall safety of tunnel locomotives.

[0063] In step S3, the lane indicator lights for intersection-level warnings are displayed according to the following rules: red light: a running locomotive or a stopped locomotive is approaching the intersection in the next section; yellow light: a running locomotive is moving away from the intersection in the next section; green light: no locomotives in the next section. Each locomotive's UWB positioning tag uploads its current position and operating status to the system in real time. The system determines the indicator light status by analyzing the track occupancy and the locomotive's dynamic characteristics in the next section. When a running locomotive approaching the intersection (i.e., a locomotive approaching the intersection) or a stopped locomotive is detected in the next section, the system triggers a red light, indicating that the current intersection is prohibited from passing. When a locomotive moving away from the intersection (i.e., a locomotive moving away from the intersection) is detected in the next section, the system triggers a yellow light, reminding the driver to pay attention to the road conditions ahead and slow down. When the system detects that there are no locomotives occupying the next section, the indicator light turns green, indicating that the intersection is clear and safe to pass. Through the dynamic judgment and signal control of this logical rule, intersection-level warning can provide drivers with intuitive intersection status prompts, avoiding the risk of collision caused by track crossing or uncertain occupancy, and significantly improving the safety and efficiency of locomotives passing through intersections in tunnel environments.

[0064] In step S3, the platform-level warning system uploads the locomotive's real-time location information to the monitoring platform via the wireless network. The driver can use navigation software to view the locomotive's position relative to other locomotives, track occupancy, and running direction in real time, and adjust driving accordingly. Platform-level warnings enable the uploading and sharing of locomotive real-time location information via the wireless network. Specifically, UWB positioning tags and ranging base stations at the locomotive's head and tail continuously collect locomotive real-time location information, track occupancy, and running direction. This data is transmitted to the monitoring platform via wireless I / O modules and the tunnel's wireless network. The monitoring platform centrally processes this received location information, generating a global view of all locomotives' operating dynamics and track status, which is presented to the dispatcher and driver via a visual interface. Using the navigation software terminal installed in the cab, the driver can view information such as the locomotive's relative position to other locomotives, track occupancy, and running direction in real time. This allows the driver to understand the overall situation and adjust speed, maintain a safe distance, or change tracks accordingly to ensure safe driving.

[0065] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. TBM tunnel locomotive positioning and anti-collision warning system, characterized by: It includes positioning equipment and early warning equipment. The positioning equipment consists of a UWB positioning base station on the tunnel wall, a UWB ranging base station, a UWB positioning tag and a ranging module on the locomotive. The early warning equipment includes a local-level early warning module, an intersection-level early warning module and a platform-level early warning module. The UWB positioning base station is used to obtain the one-dimensional position information of the locomotive in the direction of the tunnel axis. The ranging module includes ranging sensors and UWB ranging base stations arranged at the head and tail of the locomotive, which are used to measure the relative distance between the locomotive and the tunnel wall and other locomotives; The local warning module triggers an audible and visual alarm based on the relative distance between the locomotives collected by the ranging module; The intersection-level warning module displays the track occupancy status through lane indicator lights, prompting locomotives to travel safely; The platform-level early warning module uploads the locomotive's positioning information and track status to the monitoring platform via a wireless network, enabling global real-time monitoring and scheduling.

2. A TBM locomotive positioning and anti-collision warning method, characterized in that: The following steps are involved: S1, locomotive collision avoidance hardware module installation: UWB positioning base stations are installed on the tunnel walls, lane indicators are installed at tunnel intersections, and UWB positioning tags, ranging base stations, and ranging modules are installed at the head and tail of the locomotive, completing the deployment of the locomotive positioning module; S2, locomotive lane-level positioning and inter-locomotive distance measurement: The UWB positioning tag is used to obtain the locomotive's one-dimensional position information on the tunnel axis. The distance measurement module is used to measure the distance between the locomotive and the left and right walls of the tunnel. The information from both is combined to determine the locomotive's track location. The relative distance between machines is obtained through the UWB ranging base station; S3, formulate a three-level warning mechanism for locomotive collision warning, the three-level warning includes local level warning, intersection level warning and intersection level warning.

3. The method according to claim 2, wherein: Local-level warnings include obtaining the relative distance between locomotives through the distance measurement module and triggering an audible and visual alarm. The distance thresholds for triggering the audible and visual alarms include a level one alarm threshold and a level two alarm threshold, with the level one alarm threshold being greater than the level two alarm threshold. Intersection-level warnings include lane indicators displaying red, yellow, or green lights based on the presence and operating status of locomotives in the previous section, notifying the driver of the intersection status. Platform-level warning includes uploading the real-time location information of all locomotives to the monitoring platform through the tunnel wireless network, and the driver can check the locomotive position and track occupancy status through navigation software.

4. The method according to claim 2, wherein: In step S1, UWB positioning base stations are installed at preset intervals and with redundancy set; all UWB positioning base stations are connected to switches via a wired network, and the switches achieve wireless coverage in the tunnel through wireless AP nodes.

5. The method according to claim 2, wherein: In step S1, the positioning module at the head of the locomotive includes a UWB positioning tag, a UWB ranging base station and two symmetrically arranged ranging modules. The positioning module at the rear of the locomotive includes a UWB positioning tag and a UWB ranging base station. The modules are installed magnetically and support quick disassembly and redeployment.

6. The method according to claim 2, wherein: In step S2, the locomotive lane-level positioning is achieved by: Obtain the one-dimensional position information of the tunnel axis of the UWB positioning tags at the head and tail of the locomotive; The distance between the locomotive and the left and right walls of the tunnel is measured using the distance measurement module; Compare the left and right distance measurement values to determine the track the locomotive is on. A smaller distance measurement value on the right side indicates that the locomotive is on the right track, otherwise it is on the left track.

7. The method according to claim 2, wherein: In step S2, the distances to other locomotives are measured in real time by the ranging base stations at the head and tail of the locomotive. The uniqueness of the ranging module identification is used to avoid mismeasurement between the ranging base stations at the head and tail of the same locomotive. The distance values between the ranging base stations are compared, and the minimum value is taken as the relative distance between the locomotives.

8. The method according to claim 2, wherein: In the step S3, the alarm threshold of the local-level warning is adjustable. The first-level alarm triggers a yellow alarm light, and the second-level alarm triggers a red alarm light accompanied by a buzzer alarm. The alarm signal is synchronized to the display device on the driver's side through the wireless IO module.

9. The method according to claim 3, wherein: In step S3, the lane indicator lights for the intersection-level warning are displayed according to the following rules: Red light: There is a running locomotive or a stopped locomotive approaching the intersection in the next section; Yellow light: There is a locomotive running away from the intersection in the next section; Green light: There are no locomotives in the next section.

10. The method according to claim 3, wherein: In the above-mentioned step S3, the platform-level warning uploads the real-time position information of the locomotive to the monitoring platform via the wireless network. The driver can use the navigation software to view the position, track occupancy and running direction of the locomotive and other locomotives in real time, and adjust the driving status according to the monitoring information.

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