Railway shunting operation safety propulsion early warning device and system

Abstract

The invention relates to a railway shunting operation safety propulsion early warning device which comprises a machine box and a fixing assembly, a receiver is installed in the machine box, and a warning lamp is installed at the upper end of the machine box and electrically connected with the receiver. By arranging the fixing assembly, the two groups of clamping rods can drive the two groups of clamping rings to firmly clamp the power line at the connection part of the receiver and the power supply, so that the problem that the power line falls off due to vibration or other factors is avoided, and the power line is effectively prevented from loosening due to the clamping effect of the two groups of clamping rings; stable work of the receiver in the whole shunting operation period is guaranteed, the reliability and durability of the device are improved, after a rotary knob is rotated, a clamping ring is driven to be unfolded through interaction of a wedge-shaped block, a power line is convenient to mount and dismount, early warning 5 seconds before collision is achieved, and the reliability and durability of the device are improved. The normal form transformation of railway shunting operation safety protection from passive response to active prevention is realized, the accident rate can be reduced by 83%, and the operation efficiency is improved by 27%.

Description

Technical Field

[0001] The present invention relates to the technical field of railway warning devices, and particularly to a safety promotion warning device and system for railway shunting operations. Background Art

[0002] In railway shunting operations, safety warning devices play a crucial role. These devices are usually installed along the railway line to receive specific frequency signals from signal transmitters and, when detecting the approach of a vehicle or during shunting operations, emit warnings through devices such as rotary solid-state lidar to alert on-site staff to pay attention to safety.

[0003] The existing railway shunting operation safety warning devices are usually installed along the railway line. Due to the complex environment along the railway line, the vibration generated when a train passes often interferes with the warning device. Moreover, since the warning device is connected to an external power supply, it may cause the connection between the power cord and the receiver to become loose or fall off, thus affecting the reception and transmission of warning signals. Once the power cord falls off, the warning device will not be able to work properly, posing a safety hazard to railway shunting operations. The warning devices in the existing technology are not convenient for fixing the power cord, which easily affects the normal use of the receiver, causing adverse effects and putting the staff at risk. At the same time, most of the existing railway shunting operation safety promotion warning systems are passive responses and can only respond when the obstacle is very close to the shunting train formation, presenting a large safety hazard. Therefore, a safety promotion warning device and system for railway shunting operations are proposed to solve the above problems. Summary of the Invention

[0004] In view of the deficiencies of the prior art, the present invention provides a safety promotion warning device and system for railway shunting operations, which have the advantages of active prevention and reliable fixation of the power cord, etc., and solve the problems that the warning devices in the existing technology cannot fix the power cord, easily affect the normal use of the receiver, and are passive warnings, giving the operators too short a reaction time.

[0005] To achieve the above object, the present invention provides the following technical solution: A safety promotion warning device for railway shunting operations, including a chassis (1) and a fixing component (2). A receiver (103) is installed inside the chassis (1). A rotary solid-state lidar (102) is installed at the upper end of the chassis (1). Linear array laser scanners (104) are fixedly installed on both the left and right sides of the chassis (1). An alarm device (105) is installed at the upper end of the chassis (1). The rotary solid-state lidar (102), the linear array laser scanners (104), and the alarm device (105) are all electrically connected to the receiver (103) through wires.

[0006] The fixed component (2) is installed inside the chassis (1). The fixed component (2) includes a mounting base (201). A limiting plate (202) is fixedly connected to the inner side of the mounting base (201). Fixed seats (203) are fixedly connected to both the upper and lower ends of the limiting plate (202). Clamping rods (204) are rotatably connected to the outer sides of the two groups of fixed seats (203). A clamping ring (205) is fixedly connected to the end of the clamping rod (204) away from the fixed seat (203).

[0007] Furthermore, a guide rod (206) is slidably connected inside the limiting plate (202). One end of the guide rod (206) extends to the right side of the limiting plate (202) and is fixedly connected to a hinge seat (207). Link rods (208) are respectively hinged to the upper and lower ends of the hinge seat (207). The end of the link rod (208) away from the hinge seat (207) is hinged to the clamping rod (204).

[0008] Furthermore, a return spring (209) is sleeved on the outer side of the guide rod (206). The two ends of the return spring (209) are respectively fixedly connected to the limiting plate (202) and the hinge seat (207).

[0009] Furthermore, the other end of the guide rod (206) extends to the left side of the limiting plate (202) and is fixedly connected to a second wedge-shaped block (214).

[0010] Furthermore, a first wedge-shaped block (212) is slidably connected to the inner side of the mounting base (201). A guide post (213) is fixedly connected to one side of the first wedge-shaped block (212). A guide groove (215) adapted to the guide post (213) is formed in the inner side of the mounting base (201). The guide post (213) is slidably connected inside the guide groove (215).

[0011] Furthermore, a driving screw rod (211) is threadedly connected to the inside of the mounting base (201). One end of the driving screw rod (211) is rotatably connected to the first wedge-shaped block (212). A knob (210) is fixedly connected to the other end of the driving screw rod (211).

[0012] Furthermore, an opening and closing door (101) is rotatably connected to the outside of the chassis (1) through a hinge. The alarm device (105) includes a speaker and an alarm. The alarm flashes four lights: red, orange, yellow, and green.

[0013] The railway shunting operation safety promotion early warning system includes the early warning system of the railway shunting operation safety promotion early warning device. The specific early warning system is as follows:

[0014] Perception layer: used to collect obstacle information, including a laser perception matrix and a positioning unit;

[0015] Transport layer: Used to transmit the collected data, including a hybrid communication network and edge node modules;

[0016] Edge computing layer: Used to process the collected data and identify obstacles in the collected data, including a real-time point cloud processing engine, an intelligent recognition subsystem, and a local decision-making unit;

[0017] Decision-making layer: Used to make early warning decisions based on the characteristics of obstacles, including a risk prediction model and a multi-level early warning module;

[0018] The laser sensing matrix uses a 360° rotating solid-state lidar (102) with a horizontal angular resolution of 0.08°, a vertical field of view of 30°, two linear array laser scanners (104) with a scanning frequency of 200Hz, a dual-wavelength configuration of 1550nm for long-distance detection with a maximum ranging of 500m, and 905nm for short-distance high-precision with an accuracy of ±2mm at 10m;

[0019] The positioning unit is connected to the Beidou-3 high-precision positioning through a 5G network, RTK differential positioning with a horizontal accuracy of 1cm + 1ppm, through an inertial navigation system, a 6-axis MEMS gyroscope with a zero-bias stability of 0.5° / h, and is automatically calibrated based on the track feature points of RFID in combination with the gauge matching algorithm;

[0020] The real-time point cloud processing engine combines the Kalman filter and deep learning algorithms for dynamic noise reduction algorithms. Feature extraction uses VoxelGrid layering and PCA feature vector analysis, and target clustering is performed through an improved DBSCAN algorithm;

[0021] The intelligent recognition subsystem performs fusion processing on laser point cloud features, visual features, and millimeter-wave features through a multi-modal fusion model;

[0022] The local decision-making unit is an electronic fence generator based on dynamic boundary modeling of B-spline curves, a collision prediction model using the TTC algorithm, and a pre-set emergency response library for 32 standard scenarios;

[0023] The risk prediction model is a hierarchical Bayesian network that inputs environmental parameters, equipment status, and personnel behavior, and judges the risk level based on the input data;

[0024] The multi-level early warning module conducts three-level early warning according to the distance of the obstacle in the input information. When the obstacle is within the detection range and greater than 200m, an audible and visual warning is issued. When the obstacle is at 50m, vibration feedback is given through the bracelet worn by the operator. When the obstacle is at 10m, the locomotive braking interface is connected for intelligent obstacle avoidance.

[0025] Furthermore, the hybrid communication network combines an industrial-grade TSN (Time-Sensitive Networking) wired backbone network and 5G URLLC with a LoRaWAN wireless backup network to ensure network communication for devices, and customizes the CoAP protocol to compress point cloud data;

[0026] The computing unit of the edge node module uses NVIDIA Jetson AGX Orin, the storage architecture is based on dual-channel LPDDR5 and NVMe SSD, and the security mechanism combines national cipher SM4 hardware encryption and a trusted execution environment.

[0027] Compared with the prior art, the technical solution of this application has the following outstanding effects:

[0028] 1. For the railway shunting operation safety promotion warning device and system, by setting the fixing component, the two clamping rods can drive the two clamping rings to firmly clamp the power cord at the connection part between the receiver and the power supply, avoiding the problem of the power cord falling off due to vibration or other factors. The clamping effect of the two clamping rings effectively prevents the loosening of the power cord, ensures the stable operation of the receiver during the entire shunting operation, improves the reliability and durability of the device. After rotating the knob, through the interaction of the wedge-shaped blocks, the clamping rings are driven to expand, facilitating the installation and disassembly of the power cord, making the installation operation of the power cord simple and efficient. After fixing the power cord, by rotating the knob in the reverse direction and with the cooperation of the reset spring, the clamping rings can automatically tighten to ensure that the power cord is fixed in place, avoiding poor contact or disconnection caused by loosening, and the operation is simple and convenient.

[0029] 2. For the railway shunting operation safety promotion warning device and system, it uses a 360° rotary lidar network to construct a dynamic three-dimensional point cloud model, innovates the dual-frequency laser alternating scanning technology, with a 40% improvement in the ability to penetrate rain and fog, an adaptive environment modeling algorithm, integrates the SLAM and deep learning frameworks, and has a multi-modal warning mechanism and a three-level warning system: audible and visual warning (200m), vibration reminder (50m), automatic braking (10m), achieving a 5-second warning before collision, realizing a paradigm shift in railway shunting operation safety protection from passive response to active prevention, reducing the accident rate by 83% and improving the operation efficiency by 27%. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 is the overall structural schematic diagram of the present invention;

[0031] Figure 2 is the internal structural schematic diagram of the chassis of the present invention;

[0032] Figure 3 is the structural schematic diagram of the present invention with the power plug fixed by the fixing component;

[0033] Figure 4 is the sectional structural schematic diagram of the mounting seat of the present invention;

[0034] Figure 5 This is a schematic diagram of the internal structure of the mounting base in the present invention;

[0035] Figure 6 This is a schematic diagram of the fixed base from another perspective in the present invention;

[0036] Figure 7 This is a schematic diagram of the safety propulsion warning system for railway shunting operations in the present invention.

[0037] In the figure: 1, chassis; 101, opening and closing door; 102, warning light; 103, receiver;

[0038] 2, fixing component; 201, mounting base; 202, limiting plate; 203, fixed base; 204, clamping rod; 205, clamping ring; 206, guide rod; 207, hinge seat; 208, connecting rod; 209, return spring; 210, knob; 211, driving screw; 212, first wedge block; 213, guide post; 214, second wedge block; 215, guide groove. Specific embodiments

[0039] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0040] Embodiment

[0041] Please refer to Figure 1 - 6 , the safety propulsion warning device for railway shunting operations in this embodiment includes a chassis 1 and a fixing component 2. A receiver 103 is installed inside the chassis 1, a warning light 102 is installed at the upper end of the chassis 1, the warning light 102 is electrically connected to the receiver 103, the fixing component 2 is installed inside the chassis 1, the fixing component 2 includes a mounting base 201, a limiting plate 202 is fixedly connected to the inner side of the mounting base 201, fixed bases 203 are fixedly connected to both the upper and lower ends of the limiting plate 202, clamping rods 204 are rotatably connected to the outer sides of the two groups of fixed bases 203, and a clamping ring 205 is fixedly connected to the end of the clamping rod 204 away from the fixed base 203.

[0042] In this solution, when the railway shunting operation is in progress, the signal transmitter installed along the railway emits signals at a specific frequency. The receiver 103 inside the chassis 1 is responsible for receiving these signals and performing decoding processing. Once the receiver 103 confirms that it has received a valid propulsion signal, it means that a vehicle is approaching or a shunting operation is in progress, and the warning light 102 at the upper end of the chassis 1 is activated. The warning light 102 will emit a warning to remind the on-site staff to pay attention to the upcoming shunting operation, so as to take safety measures in time and avoid accidents.

[0043] Furthermore, the fixing component 2 can clamp the power cord to prevent it from falling off. The two clamping rods 204 can rotate relatively outside their respective corresponding fixing seats 203, thereby driving the clamping ring 205 to clamp and position the power cord, so that the power cord is firmly fixed to the receiver 103.

[0044] Embodiment 2

[0045] Please refer to Figure 3 - 6 As shown, a guide rod 206 is slidably connected inside the limiting plate 202. One end of the guide rod 206 extends to the right side of the limiting plate 202 and is fixedly connected to a hinge seat 207. The upper and lower ends of the hinge seat 207 are respectively hinged with a connecting rod 208, and the end of the connecting rod 208 far from the hinge seat 207 is hinged with the clamping rod 204.

[0046] A return spring 209 is sleeved outside the guide rod 206, and the two ends of the return spring 209 are respectively fixedly connected to the limiting plate 202 and the hinge seat 207.

[0047] The other end of the guide rod 206 extends to the left side of the limiting plate 202 and is fixedly connected to a second wedge-shaped block 214.

[0048] A first wedge-shaped block 212 is slidably connected inside the mounting seat 201. One side of the first wedge-shaped block 212 is fixedly connected to a guide post 213. A guide groove 215 adapted to the guide post 213 is formed inside the mounting seat 201, and the guide post 213 is slidably connected inside the guide groove 215.

[0049] A driving screw 211 is threadedly connected inside the mounting seat 201. One end of the driving screw 211 is rotatably connected to the first wedge-shaped block 212, and the other end of the driving screw 211 is fixedly connected to a knob 210.

[0050] In this solution, the initial state of the two clamping rings 205 is a tightened state. First, refer to Figure 3 As shown, when connecting the power cord to the receiver 103, rotate the knob 210 to drive the first wedge-shaped block 212 to slide, so that the inclined surface of the first wedge-shaped block 212 contacts and abuts against the inclined surface of the second wedge-shaped block 214. At this time, refer to Figure 4As shown in the figure, as the first wedge block 212 moves, the first wedge block 212 squeezes and drives the second wedge block 214 to move to the right, thereby driving the guide rod 206 and the hinge seat 207 to move, and then driving the clamping rod 204 and the clamping ring 205 to open through the connecting rod 208. Thus, one end of the power cord close to the plug can be placed between the two groups of clamping rings 205. After that, the knob 210 is rotated in the reverse direction, causing the first wedge block 212 to move until it separates from the second wedge block 214. At this time, the return spring 209 pulls the hinge seat 207 to move to the left, thereby driving the clamping rod 204 and the clamping ring 205 to tighten through the connecting rod 208, so that the clamping ring 205 clamps and fixes the outer side of the power cord, preventing the power cord from falling off the inside of the receiver 103 due to vibration.

[0051] A switch door 101 is rotatably connected to the outside of the chassis 1 through a hinge, and the inside of the chassis 1 can be opened through the switch door 101.

[0052] The working principle and usage process of the present invention are as follows: First, when connecting the power cord to the receiver 103, the staff rotates the knob 210 to drive the driving screw 211 to rotate. The driving screw 211 rotates and pushes the first wedge block 212 to slide inside the mounting seat 201. The inclined surface of the first wedge block 212 contacts and abuts against the inclined surface of the second wedge block 214. As the first wedge block 212 moves, it squeezes and drives the second wedge block 214 to move to the right. The movement of the second wedge block 214 drives the guide rod 206 and the hinge seat 207 to move, and then drives the clamping rod 204 and the clamping ring 205 to open through the connecting rod 208. The staff places one end of the power cord close to the plug between the two groups of clamping rings 205. The staff rotates the knob 210 in the reverse direction, causing the first wedge block 212 to move until it separates from the second wedge block 214. After that, the return spring 209 pulls the hinge seat 207 to move to the left, driving the clamping rod 204 and the clamping ring 205 to tighten through the connecting rod 208, so that the clamping ring 205 clamps and fixes the outer side of the power cord, preventing the power cord from falling off the receiver 103.

[0053] Embodiment III

[0054] Please refer to Figure 7 , the railway shunting operation safety promotion early warning system, including the early warning system of the railway shunting operation safety promotion warning device, and the specific early warning system is as follows:

[0055] Perception layer: used to collect obstacle information, including a laser perception matrix and a positioning unit;

[0056] Transmission layer: used to transmit the collected data, including a hybrid communication network and an edge node module;

[0057] Edge computing layer: used to process the collected data and identify obstacles in the collected data, including a real-time point cloud processing engine, an intelligent recognition subsystem, and a local decision-making unit;

[0058] Decision-making layer: used to make early warning decisions based on the characteristics of obstacles, including a risk prediction model and a multi-level early warning module;

[0059] The laser perception matrix uses a 360° rotating solid-state lidar (102) with a horizontal angular resolution of 0.08°, a vertical field of view of 30°, two linear array laser scanners (104) with a scanning frequency of 200Hz, a dual-wavelength configuration of 1550nm for long-distance detection with a maximum ranging of 500m, and 905nm for short-distance high-precision with an accuracy of ±2mm at 10m;

[0060] The positioning unit is connected to the Beidou-3 high-precision positioning through a 5G network, RTK differential positioning with a horizontal accuracy of 1cm + 1ppm, and through an inertial navigation system, a 6-axis MEMS gyroscope with a zero-bias stability of 0.5° / h, and is automatically calibrated based on the track feature points of RFID in combination with the gauge matching algorithm;

[0061] The real-time point cloud processing engine combines the Kalman filter and deep learning algorithms for dynamic noise reduction algorithms. Feature extraction uses VoxelGrid layering and PCA feature vector analysis, and target clustering is performed through an improved DBSCAN algorithm;

[0062] The intelligent recognition subsystem performs fusion processing on laser point cloud features, visual features, and millimeter-wave features through a multi-modal fusion model;

[0063] The local decision-making unit is an electronic fence generator based on dynamic boundary modeling of B-spline curves, a collision prediction model using the TTC algorithm, and a pre-set emergency response library for 32 standard scenarios;

[0064] The risk prediction model is a hierarchical Bayesian network that inputs environmental parameters, equipment status, and personnel behavior, and judges the risk level based on the input data;

[0065] The multi-level early warning module conducts three-level early warning according to the distance of the obstacles in the input information. When the obstacle is within the detection range and greater than 200m, it gives an audible and visual warning. When the obstacle is at 50m, it gives a vibration feedback through the bracelet worn by the operator. When the obstacle is at 10m, it connects to the locomotive braking interface for intelligent obstacle avoidance.

[0066] In this embodiment, the hybrid communication network combines an industrial-grade TSN time-sensitive network wired backbone network and 5G URLLC with a LoRaWAN wireless backup network to ensure the network communication of the device, and customizes the CoAP protocol to compress point cloud data;

[0067] The edge node module computing unit uses NVIDIA Jetson AGX Orin, the storage architecture is based on dual-channel LPDDR5 and NVMe SSD, and the security mechanism combines national cipher SM4 hardware encryption and trusted execution environment.

[0068] In this embodiment, the risk level classification criteria are as follows:

[0069] Risk level Color coding Definition description Disposal requirements Level 0 Dark green Risk - free state Regular monitoring Level 1 Light green Potential risk (safety margin > 20%) Record warning log Level 2 Yellow Low risk (safety margin 10 - 20%) Voice prompt + interface flashing Level 3 Orange Medium risk (safety margin 5 - 10%) Forced speed reduction + activation of electronic fence Level 4 Red High risk (safety margin < 5%) Automatic braking + emergency lighting activation Level 5 Flashing red Emergency collision (TTC < 3 seconds) Full - system emergency stop + linked alarm

[0070] It should be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0071] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A railway shunting operation safety advance warning device, comprising a chassis (1) and a fixing component (2), characterized in that: A receiver (103) is installed inside the chassis (1), a rotating solid-state laser radar (102) is installed at the upper end of the chassis (1), linear array laser scanners (104) are fixedly installed on both left and right sides of the chassis (1), and an alarm device (105) is installed at the upper end of the chassis (1), and the rotating solid-state laser radar (102), the linear array laser scanner (104) and the alarm device (105) are all electrically connected to the receiver (103) via wires; The fixing assembly (2) is installed inside the chassis (1), and the fixing assembly (2) comprises a mounting seat (201), the inner side of the mounting seat (201) is fixedly connected to a limiting plate (202), the upper and lower ends of the limiting plate (202) are fixedly connected to a fixing seat (203), the outer sides of the two groups of fixing seats (203) are rotatably connected to clamping rods (204), and one end of the clamping rod (204) away from the fixing seat (203) is fixedly connected to a clamping ring (205).

2. The railway shunting operation safety advancement warning device according to claim 1 is characterized by: The inner part of the limiting plate (202) is slidably connected to a guide rod (206), one end of the guide rod (206) extends to the right side of the limiting plate (202) and is fixedly connected to a hinge seat (207), the upper and lower ends of the hinge seat (207) are respectively hinged with connecting rods (208), and the end of the connecting rod (208) away from the hinge seat (207) is hinged to the clamping rod (204).

3. The railway shunting operation safety advancement warning device according to claim 2 is characterized by: A return spring (209) is sleeved on the outer side of the guide rod (206), and two ends of the return spring (209) are fixedly connected to the limit plate (202) and the hinge seat (207) respectively.

4. The railway shunting operation safety advancement warning device according to claim 2 is characterized by: The other end of the guide rod (206) extends to the left side of the limiting plate (202) and is fixedly connected to a second wedge block (214).

5. The railway shunting operation safety advancement warning device according to claim 1 is characterized by: A first wedge block (212) is slidably connected to the inner side of the mounting seat (201), a guide column (213) is fixedly connected to one side of the first wedge block (212), a guide groove (215) adapted to the guide column (213) is provided on the inner side of the mounting seat (201), and the guide column (213) is slidably connected to the inside of the guide groove (215).

6. The railway shunting operation safety advancement warning device according to claim 5 is characterized by: The mounting seat (201) is internally threadedly connected with a driving screw rod (211), one end of the driving screw rod (211) is rotatably connected to the first wedge block (212), and the other end of the driving screw rod (211) is fixedly connected with a knob (210).

7. The railway shunting operation safety advancement warning device according to claim 1 is characterized by: The outer side of the chassis (1) is rotatably connected to an opening and closing door (101) via a hinge. The alarm device (105) comprises a speaker and an alarm. The alarm flashes four lights: red, orange, yellow and green.

8. A railway shunting operation safety advancement warning system, comprising a warning system based on the railway shunting operation safety advancement warning device according to any one of claims 1 to 7, characterized in that: The early warning system is as follows: Perception layer: used to collect obstacle information, including laser perception matrix and positioning unit; Transport layer: used to transmit collected data, including hybrid communication network and edge node modules; Edge computing layer: used to process the collected data and identify obstacles based on the collected data, including real-time point cloud processing engine, intelligent recognition subsystem and local decision-making unit; Decision-making layer: used to make warning decisions based on the characteristics of obstacles, including risk prediction models and multi-level warning modules; The laser sensing matrix adopts a 360° rotating solid-state laser radar (102), with a horizontal angular resolution of 0.08°, a vertical field of view of 30°, two linear array laser scanners (104), a scanning frequency of 200 Hz, a dual wavelength configuration of 1550nm, long-range detection, a maximum range of 500m and a short-range high precision of 905nm, with an accuracy of ±2mm at 10m; The positioning unit is connected to the BeiDou-3 high-precision positioning through the 5G network, RTK differential positioning, horizontal accuracy 1cm+1ppm, through the inertial navigation system, 6-axis MEMS gyroscope, zero bias stability 0.5° / h, combined with the track gauge matching algorithm based on RFID track feature points automatic calibration; The real-time point cloud processing engine combines Kalman filtering with deep learning algorithms to perform dynamic noise reduction algorithms, and uses VoxelGrid layering and PCA feature vector analysis for feature extraction, and improves DBSCAN algorithm to perform target clustering. The intelligent recognition subsystem fuses laser point cloud features, visual features and millimeter wave features through a multimodal fusion model; The local decision-making unit is an electronic fence generator based on dynamic boundary modeling of B-spline curves, adopts a collision prediction model of the TTC algorithm, and presets an emergency response library for 32 standard scenarios; The risk prediction model uses a hierarchical Bayesian network to input environmental parameters, equipment status and personnel behavior, and determines the risk level based on the input data; The multi-level warning module uses three-level warning to perform three-level warning according to the distance of the obstacle in the input information. When the obstacle is within the detection range and is greater than 200m, an acoustic and visual warning is performed. When the obstacle is at 50m, vibration feedback is performed through the bracelet worn by the operator. When the obstacle is at 10m, the locomotive brake interface is connected for intelligent obstacle avoidance.

9. The railway shunting operation safety advancement warning device and system according to claim 1, characterized in that: The hybrid communication network uses the industrial-grade TSN time-sensitive network wired backbone network and 5GURLLC combined with the LoRaWAN wireless backup network to ensure the network communication of the equipment and customize the CoAP protocol to compress the point cloud data; The edge node module computing unit adopts NVIDIA Jetson AGX Orin, the storage architecture is based on dual-channel LPDDR5 and NVMe SSD, and the security mechanism adopts the combination of national secret SM4 hardware encryption and trusted execution environment.

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