Anti-collision early warning method and system for subway test line

Abstract

The invention discloses an anti-collision early warning method and system for a subway test line, and solves the problems that the anti-collision early warning system for the test line is low in positioning precision, is susceptible to external interference, and cannot adapt to anti-collision early warning under multiple scenes and different debugging speeds. Acquiring the position and speed of the current train on the test line based on UWB; according to the relation between the distance between the train and the tail end car stop of the test line at the current moment and a preset distance threshold value, whether train braking is conducted or not is judged; during braking, according to the speed and position of the train at the current moment, deceleration is set, and the parking distance is obtained; and three speed limiting points are arranged at the two ends of the test line, and the train is braked according to a preset braking rule. The UWB positioning technology is adopted, the anti-interference capability is high, the positioning precision is high, and high-precision and real-time anti-collision early warning of the subway train in the running process of the test line is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of driving safety protection, and in particular to a subway test line anti-collision warning method and system. Background Art

[0002] Subway test tracks are used for repeated test runs before subway trains are put into service. During these tests, trains run back and forth at high speeds. As a key route for dynamic performance testing of trains, these lines have long faced the challenge of a lack of effective protective measures. Safe operation of these lines relies primarily on manual judgment and collision avoidance control, resulting in a high risk of train collisions, and frequent derailments and collisions.

[0003] The existing technology is usually developed and derived based on GPS positioning technology. It is based on GPS to obtain the train positioning position, real-time speed, and real-time calculation of the train braking distance and distance from the end to determine whether the train has the risk of advancing recklessly. According to the calculation results, the system will give an alarm reminder in time. For example, on March 11, 2022, the Chinese Patent Office published patent CN111332336A, a test line train speed monitoring and early warning device and method. The speed and distance monitoring equipment on the test line includes a microcontroller; the microcontroller is connected to a first wireless networking module, and the first wireless networking module is connected to the on-board monitoring and early warning equipment on the subway train; the on-board monitoring and early warning equipment on the subway train includes a controller, the controller is connected to an audible and visual alarm device, a GPS module and a second wireless networking module, and the second networking module is connected to the train speed and distance monitoring equipment on the test line; it solves the technical problem in the existing technology that urban rail trains do not run at the prescribed speed when running on the test line and often run out of the test line, thereby improving the safety of the test line train during operation. However, GPS positioning has low positioning accuracy, requires a large terminal safety distance to be preset, has low line utilization efficiency, and the positioning signal is susceptible to interference. It cannot be applied to test lines with external obstructions or strong interference. Summary of the Invention

[0004] The purpose of the present invention is to solve the problems in the prior art of low positioning accuracy of the anti-collision warning system for the test line, susceptibility to external interference, and inability to adapt to anti-collision warnings in multiple scenarios and at different debugging speeds. A subway test line anti-collision warning method and system are provided, which adopt UWB positioning technology, have strong anti-interference ability, high positioning accuracy, high line utilization efficiency and debugging efficiency, and strong redundancy capability, thereby realizing high-precision and real-time anti-collision warnings for subway trains during the operation of the test line.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions: A subway test line anti-collision warning method includes the following steps: Install ranging antennas along the test line to obtain the current train position and speed on the test line based on UWB; S2: Determine whether to brake the train based on the relationship between the current distance between the train and the end stop of the test track and the preset distance threshold; S3: During braking, the deceleration is set according to the current speed and position of the train to obtain the stopping distance; S4: Set three speed limit points at both ends of the test line and brake the train according to the preset braking rules.

[0006] The method provided by this invention uses UWB technology to obtain real-time train position and speed information, thereby calculating the current train braking distance. This method is applicable to different models of trains and provides collision warnings at different commissioning speeds. The use of UWB technology for positioning improves positioning accuracy even on test lines subject to external obstruction or strong interference.

[0007] Preferably, if the current distance from the train to the end stop of the test line is greater than or equal to the first distance threshold, no alarm is issued; if the current distance from the train to the end stop of the test line is between the first distance threshold and the second distance threshold, an alarm is issued to remind the driver to manually brake. If the driver does not respond within the first time threshold, emergency braking is performed; if the current distance from the train to the end stop of the test line is less than or equal to the second distance threshold and greater than or equal to the third threshold distance, automatic braking of the train is triggered to achieve emergency stop; if the current distance from the train to the end stop of the test line is less than or equal to the third threshold distance, emergency braking is performed.

[0008] Preferably, the S4 includes: setting the area between the current position of the train and the first speed limit point as the first speed limit interval, and the maximum speed of the train in the first speed limit interval is the initial speed of the train when braking; setting the area between the second speed limit point and the first speed limit point as the second speed limit interval, and using the second speed limit as the maximum speed of the train in this area; setting the area between the second speed limit point and the third speed limit point as the third speed limit interval, and using the third speed limit as the maximum speed of the train in this area.

[0009] Preferably, the stopping distance is equal to the sum of the current braking distance and the buffer distance, and the buffer distance includes the distance traveled within the train braking response time and the extreme collision distance set according to different vehicle bodies.

[0010] Preferably, the current running direction of the train is determined based on the position information and speed information of the train on the test line: if the train position changes in the same direction twice within the specified time, then this direction is considered to be the current running direction of the train; if the train position changes in the opposite direction twice in a row within the specified time, then it is considered that the train has changed its running direction to the opposite direction of the previous running direction; when the running direction of the train is known, if the train position does not change for two consecutive times within the specified time, the running direction of the train is unknown. At this time, the number of train position collection times is increased within the specified time and the judgment is made again.

[0011] Preferably, the distance between the train and the end stop of the test line at the current moment is the sum of the distance to the nearest ranging antenna received by the current train and a fixed value of the distance between the ranging antenna and the end stop of the test line.

[0012] A subway test line anti-collision warning system, comprising: Ground ranging antennas, evenly spaced along the test line, transmit and receive signals from the portable vehicle-mounted host; The portable vehicle-mounted host has a built-in UWB tag, which processes the signal from the ground ranging antenna, calculates the distance between the train and the ground protection point, and configures the distance threshold from the portable vehicle-mounted host to the front end of the train according to different vehicle bodies.

[0013] Preferably, the portable vehicle-mounted host includes a main control unit and an MCU connected to the main control unit via CAN. The main control unit processes data and control signals, and the MCU assists the main control unit in data processing and control. The main control unit is connected to an LED operation indication module, a UWB module, an RTC and a temperature detection module, and the MCU is connected to a DBG / ISP module and RST and WDG modules.

[0014] Preferably, map data covering multiple train section test lines are pre-set in the portable vehicle-mounted host. After determining the direction of the train, the portable vehicle-mounted host displays in real time the distance from the train to the nearest ground ranging antenna and the distance from the train to the end stop of the test line in the direction of travel.

[0015] Preferably, when the portable vehicle-mounted host cannot obtain the distance information of the ranging antenna within a preset time, it records the position abnormality and sends the abnormal information to the driver; when the portable vehicle-mounted host detects that the train may cross the test line protection point or the train running speed exceeds the warning value, it performs an audible and visual alarm and displays interface information.

[0016] Therefore, the present application has the following beneficial effects: by arranging the ranging antenna along the test track, by the vehicle-mounted portable host receiving information from the ground base station in real time, by using the UWB technology to obtain the position information and speed information of the train (i.e. the subway train), without the need for a high-power long-range ranging antenna, and the vehicle-mounted portable host can also be low-power and small in size, and can effectively eliminate information interference, greatly improve the positioning accuracy, and realize high-precision, real-time anti-collision warning of the subway train during operation on the test track. BRIEF DESCRIPTION OF DRAWINGS

[0017] Figure 1 The embodiment one provides a subway test track anti-collision warning method.

[0018] Figure 2 The embodiment one provides a subway test track anti-collision warning method.

[0019] Figure 3 The embodiment two provides a circuit architecture diagram of a portable vehicle-mounted host.

[0020] Figure 4 The embodiment two provides a circuit architecture diagram of a portable vehicle-mounted host.

[0021] In the figure: 1, A7 core board; 2, MCU; 3, RST&PWR_CTRL module; 4, LED operation indication module; 5, RTC & temperature detection module; 6, Debug module; 7, FAN_CTRL module; 8, start configuration module; 9, GPS & 6D module; 10, PA module; 11, TF card module; 12, UWB module; 13, ETH_PHY module; 14, USB_A module; 15, HXB_Ctrl module; 16, RST & WDG module; 17, DBG / ISP module; 18, ADC VIN & VBAT module; 19, Power_LED_Ctrl module; 20, ground ranging antenna; 21, test track; 22, gear; 23, train; 24, CAN module. DETAILED DESCRIPTION

[0022] The present application will be further described in detail below in combination with the drawings and specific embodiments: Embodiment one: The embodiment provides a subway test track anti-collision warning method, as Figure 1As shown in the figure, the operation process is as follows: Step 1, install ranging antennas along the test line, and obtain the current position and speed of the train on the test line based on UWB; Step 2, determine whether to brake the train based on the relationship between the current distance from the train to the end stop of the test line and the preset distance threshold; Step 3, when braking, set the deceleration according to the current speed and position of the train to obtain the stopping distance; Step 4, set three speed limit points at both ends of the test line, and brake the train according to the preset braking rules.

[0023] The subway test line collision avoidance and warning method provided in this embodiment utilizes UWB technology to obtain real-time train position and speed information, thereby calculating the current train braking distance. This collision avoidance and warning method is applicable to different train models and at different commissioning speeds. The use of UWB technology for positioning improves positioning accuracy even on test lines subject to external obstruction or strong interference.

[0024] The following further illustrates the technical solutions and technical effects of the present invention through specific examples and specific application scenarios. The following examples are intended to explain the present invention, but the present invention is not limited to the following examples.

[0025] The specific process is: Step 1: Install ranging antennas along the test line and obtain the current train position and speed on the test line based on UWB.

[0026] Ranging antennas are installed along the test line, including at both ends and evenly spaced ground-based antennas. These antennas transmit and receive signals from UWB tags on trains. UWB tags are installed at the locomotive and parking bays of the trains to identify the signals from the ground-based antennas. The ground-based antennas communicate with the trains in real time using UWB technology, obtaining the relative distance from the train to the ground-based antennas and, in turn, the current distance between the train and the end stop of the test line.

[0027] The current distance between the train and the end stop of the test line is the sum of the distance of the nearest ground ranging antenna received by the current train and the fixed value of the distance between the ground ranging antenna and the end stop of the test line. The train's current direction is determined based on its position and speed on the test line. If the train's position changes in the same direction twice within a specified timeframe, that direction is considered the train's current direction. If the train's position changes in the opposite direction twice within a specified timeframe, the train's direction is considered to be the opposite of its previous direction. If the train's position remains unchanged for two consecutive times within a specified timeframe, the train's direction is unknown. Within the specified timeframe, the train's position is collected more frequently and the determination is repeated. Only by determining the train's current direction can the distance between the train and the end stop of the test line be calculated.

[0028] If the train cannot obtain the distance information of the ranging antenna within the preset time, the position abnormality will be recorded and the abnormality information will be sent to the driver to remind the driver to perform emergency braking. If the driver does not respond within the preset time (which can be judged based on the train's speed; if the train does not slow down within the preset time, it is considered that the driver has not responded), the service center personnel will remotely control the train to perform emergency braking.

[0029] Step 2: Determine whether to brake the train based on the relationship between the current distance from the train to the end stop of the test line and the preset distance threshold.

[0030] If the current distance from the train to the end stop of the test line is greater than or equal to the first distance threshold, no alarm will be issued; if the current distance from the train to the end stop of the test line is between the first distance threshold and the second distance threshold, an alarm will be issued to remind the driver to manually brake. If the driver does not respond within the first time threshold, the service center personnel will remotely control the train to perform emergency braking; if the current distance from the train to the end stop of the test line is less than or equal to the second distance threshold and greater than or equal to the third threshold distance, the train will be triggered to automatically brake for emergency stop; if the current distance from the train to the end stop of the test line is less than or equal to the third threshold distance, the driver will be reminded to perform emergency braking.

[0031] Step 3: When braking, set the deceleration according to the current speed and position of the train to obtain the stopping distance.

[0032] The stopping distance is equal to the sum of the current braking distance and the buffer distance. The buffer distance includes the distance traveled within the train's braking response time and the maximum collision distance set for different vehicle bodies, the train's braking response time, and the time it takes to send the braking signal to the train to execute the braking action. During the response time, the train still travels according to the original plan.

[0033] The braking distance is the ratio of the square of the train speed during braking to twice the braking deceleration.

[0034] Step 4: Set three speed limit points at both ends of the test line and brake the train according to the preset braking rules.

[0035] The first speed limit interval is defined as the interval between the train's current position and the first speed limit point. The maximum speed within the first speed limit interval is the train's initial speed at braking. The interval between the second speed limit point and the first speed limit point is defined as the second speed limit interval. The second speed limit is defined as the maximum speed within the second speed limit interval. The interval between the second speed limit point and the third speed limit point is defined as the third speed limit interval. In this embodiment, the maximum speed within the first speed limit interval is 60 km / h, the second speed limit is 20 km / h, and the third speed limit is 7 km / h. If the train's speed within a speed limit interval exceeds the maximum speed allowed within that interval, emergency braking is performed.

[0036] When the train enters the corresponding speed limit zone, the current braking distance of the train is calculated based on the train's braking deceleration to determine whether the train can stop in time. If not, emergency braking is performed.

[0037] The subway test line anti-collision warning method provided in this embodiment, by arranging ranging antennas along the test line, receiving information from ground base stations in real time through a vehicle-mounted portable host, and using UWB technology to obtain train (i.e., subway train) position information and speed information, can effectively eliminate information interference, greatly improve positioning accuracy, and achieve high-precision, real-time anti-collision warnings for subway trains during operation on the test line.

[0038] Example 2: This embodiment provides a subway test line anti-collision warning system, which is used to implement the subway test line anti-collision warning method of embodiment 1.

[0039] The subway test line collision warning system provided in this embodiment integrates a high-performance processor, embedded systems, real-time communication technology, and UWB ranging algorithms to provide high-precision, real-time collision warnings for subway vehicles during operation on the test line. This significantly improves the safety of the subway test line, reduces the risk of vehicle collisions and other safety accidents, and provides strong safety assurance for subway vehicle testing.

[0040] The subway test line anti-collision warning system provided by this embodiment is further described in detail below.

[0041] A subway test line anti-collision warning system, comprising: The onboard equipment includes two portable onboard hosts, which are placed in the driver's cab at both ends of the subway train. This design ensures that no matter which direction the train is traveling, the distance between the train and the ground protection point at the opposite end can be displayed in real time. When the system detects that the train may cross the preset test line protection point, it will immediately trigger the alarm mechanism, and through sound and light signals and interface information display, it will promptly remind the driver to take corresponding measures, thereby effectively ensuring the safety of the test line operation. In addition, the portable onboard host has an overspeed protection alarm function. When the train speed exceeds the warning value, it will also immediately trigger an alarm. The dual reminders of sound and light and interface information ensure that the driver responds in time and fully protects driving safety.

[0042] The ground equipment primarily consists of ground ranging antennas, ground antenna brackets, and power distribution cabinets. To achieve comprehensive coverage of the entire test line, multiple ground ranging antennas were installed along the subway test line. These antennas were securely mounted on ground antenna brackets to ensure stable transmission of ranging signals. The power distribution cabinets provide reliable power support for the entire ground equipment, ensuring continuous and stable operation.

[0043] The portable on-board host computer and the ground-based ranging antenna utilize UWB (ultra-wideband) technology for real-time communication. This technology not only offers high precision and low power consumption, but also ensures stable data transmission in complex environments. Using UWB technology, the device can obtain real-time information such as the distance between the train and the ground-based protection point, as well as the remaining battery power of the ground-based ranging antenna. When the distance between the train and the protection point reaches the preset warning threshold, the system immediately activates a warning mechanism. Periodic audio and visual alarms with varying frequencies, coupled with a clear, intuitive interface, enable the driver to quickly detect potential danger and initiate emergency braking or other necessary protective measures.

[0044] Specifically: The portable vehicle host uses a high-performance processor and embedded system to process the signal from the ground ranging antenna in real time and efficiently, and accurately calculate the distance between the train and the ground protection point. Figure 2As shown, the portable vehicle-mounted host includes a main control unit and an MCU. In this embodiment, the main control unit adopts an A7 core board. The A7 core board 1 and the MCU2 are connected through a CAN module 24. The A7 core board is also connected to a RST&PWR_CTRL module 3, an LED operation indication module 4, an RTC& temperature detection module 5, a Debug module 6, a FAN_CTRL module 7, a startup configuration module 8, a GPS&6D module 9, a PA module 10, a TF card module 11, a UWB module 12, an ETH_PHY module 13, and a USB_A module 14. The UWB module is connected to the antenna, the A7 core board is connected to the LED operation indication module and the FAN_CTRL module through the GPIO interface, the A7 core board is connected to the RTC& temperature detection module through the I2C interface, the A7 core board is connected to the Debug module through the UART interface, and the A7 core board is connected to the GPS&6D module through the GPIO / I2C interface.

[0045] The MCU is connected to the HXB_Ctrl module 15, the RST&WDG module 16, the DBG / ISP module 17, the ADC VIN&VBAT module 18, and the Power_LED_Ctrl module 19. The HXB_Ctrl module is connected to the RST&PWR_CTRL module. Each module is connected to another through specific interfaces. For example, the MCU is connected to the HXB_Ctrl module through the GPIO interface, the MCU is connected to the ST&WDG module through the GPIO interface and the nRST interface, the MCU is connected to the DBG / ISP module through the SWD / UART interface, and the MCU is connected to the Power_LED_Ctrl module through the GPIO interface.

[0046] Among them, the A7 core board serves as the main control unit of the entire system, responsible for processing various data and control signals; the MCU is used to assist the A7 core board in data processing and control.

[0047] The portable on-board host can flexibly configure the distance threshold from the on-board host to the front end of the train (coupler) according to different vehicle bodies.

[0048] Map data covering multiple train section test lines are pre-set in the portable on-board host, realizing the universality of the portable host between various test lines. It has the function of train section selection and defaults to the last selection when the system is turned on, which greatly improves the flexibility and versatility of the system.

[0049] The portable on-board host is equipped with an intuitive test line map display function, allowing the driver to clearly understand the current precise location of the train, providing powerful visual assistance for safe driving.

[0050] The portable vehicle-mounted host has a built-in large-capacity battery that supports long-term operation. It is also equipped with a power monitoring function, which automatically alarms when the power is low, ensuring that the driver does not need to frequently replace the battery in complex test environments.

[0051] The portable vehicle-mounted host provides multiple interfaces, including power input, USB, Ethernet (ETH), and ultra-wideband (UWB) antenna, to meet the data transmission and power access requirements in different scenarios. A brake output interface is also reserved to output braking information when the distance threshold is exceeded, enabling emergency braking.

[0052] The portable vehicle-mounted host features a portable, lightweight, anti-dump, and anti-slip design. It is equipped with a handle and a suitable bracket for easy carrying and removal by the driver. Its dimensions are controlled to ≤300mm×180mm×150mm and its weight is ≤5kg, ensuring flexible deployment and operation in complex test environments.

[0053] After the portable vehicle-mounted host is turned on and positioning is completed, it can automatically or manually determine the train's running direction. Once the direction is determined, the host interface will display in real time the distance to the nearest ground ranging antenna and the distance to the end of the opposite line. The latter is calculated by adding the distance from the train to the current ground ranging antenna to the fixed distance from the ground ranging antenna to the end of the test line. Figure 4 As shown, four ground ranging antennas 20 are provided on the test line 21, which are installed at the starting point, the end point and the middle of the test line respectively. The train 23 travels to the right, and there are car stops at the starting point and the end point of the test line. The real-time distance from the train to the end point is the sum of the distance from the train to the second ground ranging antenna and the distance from the second ground ranging antenna to the fourth ground ranging antenna.

[0054] The portable on-board host has an overspeed protection alarm function. Based on the precise speed limit control curve, once the train speed exceeds the preset threshold, the alarm mechanism will be immediately activated. Through clear sound and light signals and intuitive interface information display, it will quickly warn the driver to take necessary deceleration measures to ensure driving safety.

[0055] The portable vehicle-mounted host uses UWB (ultra-wideband) technology for real-time communication with the ground-based ranging antenna. When the distance between the train and the protection point reaches the warning threshold, the portable vehicle-mounted host provides periodic audio and visual alarms at varying frequencies, along with a user interface display, alerting the driver and assisting with early warning and protection measures. The portable vehicle-mounted host also features a buzzer alarm function that automatically sounds when the train exceeds speed, loses antenna signal, or oversteps a stop. The system supports alarms based on a pre-set "distance" mechanism, with voice alerts when approaching the distance threshold, prompting the driver to safely brake. The user can customize the ranging warning scheme as needed. The portable vehicle-mounted host also monitors the battery level of the ground-based ranging antenna. When the battery level drops below 20%, a low-battery alarm automatically pops up on the portable vehicle-mounted host's display, ensuring comprehensive driving safety.

[0056] The ground ranging antenna features a DC12V power interface and a flexible design, supporting mains power, solar power, and battery power. It enables real-time communication and ranging with a portable vehicle-mounted host computer. Its waterproof, dustproof, and lightning-proof design allows it to withstand complex and changing outdoor environments, ensuring long-term stable operation. One ground ranging antenna is placed at each end of the test line, at the vehicle barriers. One to n ground ranging antennas can be placed along the test line depending on the site conditions, with the distance between adjacent ground ranging antennas ranging from 300 to 500 meters. The driver can select a specific ground ranging antenna target as a protection point for alarms.

[0057] The power distribution cabinet, serving as the power center for ground equipment, supports external AC220V mains power and solar power. A built-in, high-efficiency power converter converts the incoming AC220V mains power or solar power into a stable DC12V output to charge the battery, which in turn provides a stable and reliable power supply for components such as the ground ranging antenna. The battery can guarantee at least three days of continuous power. The cabinet is equipped with an air switch and leakage protection device to quickly cut off power in the event of circuit overload, short circuit, or leakage, protecting equipment and personnel. The cabinet also features lightning protection, moisture resistance, and waterproofing, ensuring continued operation in adverse weather conditions.

[0058] The ground antenna bracket is made of high-strength, corrosion-resistant materials and is securely fixed to the test line using bolts or poured concrete. The bracket ensures the stability and safety of the ground ranging antenna in complex terrain and climatic conditions. It offers excellent wind and lightning protection, ensuring the ground ranging antenna can accurately receive and transmit signals, improving ranging accuracy and stability.

[0059] The subway test line collision warning system provided in this embodiment integrates high-performance processors, embedded systems, real-time communication technologies, and advanced ranging algorithms to achieve high-precision, real-time collision warnings for subway trains operating on the test line. This system will significantly improve the safety of subway test lines, reduce the risk of accidents such as train collisions, and provide strong safety assurance for subway train testing. Furthermore, innovative features such as its portable design, flexible configuration, and multi-energy power supply solutions further enhance the system's application value and market competitiveness.

[0060] The embodiment described above is only a preferred solution of the present invention and does not limit the present invention in any form. Other variations and modifications are possible without exceeding the technical solution described in the claims.

Claims

1. A subway test line anti-collision warning method, characterized in that: include: S1: Install ranging antennas along the test line to obtain the current train position and speed on the test line based on UWB; S2: Determine whether to brake the train based on the relationship between the current distance between the train and the end stop of the test track and the preset distance threshold; S3: During braking, the deceleration is set according to the current speed and position of the train to obtain the stopping distance; S4: Set three speed limit points at both ends of the test line and brake the train according to the preset braking rules.

2. A subway test line anti-collision warning method according to claim 1, characterized in that: In said S2, if the distance from the train to the end stop of the test line at the current moment is greater than or equal to the first distance threshold, no alarm is issued; if the distance from the train to the end stop of the test line at the current moment is between the first distance threshold and the second distance threshold, an alarm is issued to remind the driver to manually brake. If the driver does not respond within the first time threshold, emergency braking is performed; if the distance from the train to the end stop of the test line at the current moment is less than or equal to the second distance threshold and greater than or equal to the third threshold distance, the train automatic braking is triggered to achieve emergency stop; if the distance from the train to the end stop of the test line at the current moment is less than or equal to the third threshold distance, emergency braking is performed.

3. The anti-collision warning method for a subway test line according to claim 1, characterized in that: The S4 includes: setting the area between the current position of the train and the first speed limit point as the first speed limit area, and the maximum speed of the train in the first speed limit area is the initial speed of the train when braking; setting the area between the second speed limit point and the first speed limit point as the second speed limit area, and using the second speed limit as the maximum speed of the train in this area; setting the area between the second speed limit point and the third speed limit point as the third speed limit area, and using the third speed limit as the maximum speed of the train in this area.

4. The anti-collision warning method for a subway test line according to claim 2, characterized in that: The stopping distance is equal to the sum of the current braking distance and the buffer distance, and the buffer distance includes the distance traveled within the train braking response time and the extreme collision distance set according to different vehicle bodies.

5. A subway test line anti-collision warning method according to claim 1, 2, 3 or 4, characterized in that: The current running direction of the train is determined based on the train's position information and speed information on the test line: if the train's position changes in the same direction twice within the specified time, this direction is considered to be the train's current running direction; if the train's position changes in the opposite direction twice in a row within the specified time, it is considered that the train has changed its running direction to the opposite direction of the previous running direction; if the train's position does not change twice in a row within the specified time, the train's running direction is unknown. At this time, the number of train position collection times is increased within the specified time and the judgment is made again.

6. A subway test line anti-collision warning method according to claim 1, 2, 3 or 4, characterized in that: The current distance between the train and the end stop of the test line is the sum of the distance to the nearest ranging antenna received by the current train and the fixed value of the distance between the ranging antenna and the end stop of the test line.

7. A subway test line anti-collision warning system, using a subway test line anti-collision warning method according to any one of claims 1 to 6, characterized in that: include: Ground ranging antennas, evenly spaced along the test line, transmit and receive signals from the portable vehicle-mounted host; The portable vehicle-mounted host has a built-in UWB tag, which processes the signal from the ground ranging antenna, calculates the distance between the train and the ground protection point, and configures the distance threshold from the portable vehicle-mounted host to the front end of the train according to different vehicle bodies.

8. The subway test line anti-collision warning system according to claim 7, characterized in that: The portable vehicle-mounted host includes a main control unit and an MCU connected to the main control unit via CAN. The main control unit processes data and control signals, and the MCU assists the main control unit in data processing and control. The main control unit is connected to an LED operation indication module, a UWB module, an RTC and a temperature detection module, and the MCU is connected to a DBG / ISP module and RST and WDG modules.

9. A subway test line anti-collision warning system according to claim 7 or 8, characterized in that: The portable vehicle-mounted host is pre-set with map data covering multiple train section test lines. After determining the train's direction of travel, the portable vehicle-mounted host displays in real time the distance from the train to the nearest ground ranging antenna and the distance from the train to the end stop of the test line in the travel direction.

10. The subway test line anti-collision warning system according to claim 9, characterized in that: When the portable vehicle-mounted host cannot obtain the distance information of the ranging antenna within the preset time, it records the position abnormality and sends the abnormal information to the driver; when the portable vehicle-mounted host detects that the train may cross the test line protection point or the train running speed exceeds the warning value, it will issue an audible and visual alarm and display interface information.

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