Test line early warning system based on UWB positioning technology

Abstract

The utility model discloses a test run line early warning system based on UWB positioning technology, which comprises base stations and vehicle-mounted portable hosts, the base stations are arranged at the left, middle and right positions of a test run line, the vehicle-mounted portable hosts are arranged at the head and the tail of a vehicle, UWB labels are arranged in the vehicle-mounted portable hosts and used for signal identification of the base stations, and the UWB labels are used for signal identification of the base stations. A camera is arranged on the vehicle-mounted portable host, a shielding device is arranged at a position corresponding to the camera, the shielding device comprises an inner ring, a torsion spring, an outer ring and a shielding cover, the inner ring is fixed on the vehicle-mounted portable host and surrounds the camera, the outer ring surrounds the inner ring, and the shielding cover is arranged on the outer ring and is fixed on the vehicle-mounted portable host. The torsion spring is arranged between the inner ring and the outer ring, the two ends of the torsion spring are connected with the inner ring and the outer ring respectively, and the shielding cover is rotationally arranged on the outer ring. Compared with the prior art, the system is strong in anti-interference capability, high in positioning precision, and high in utilization efficiency and debugging efficiency of lines.

Description

Technical Field

[0001] The utility model relates to rail transportation technology, in particular to a test line early warning system based on UWB positioning technology. Background Art

[0002] After maintenance or modification, trains often need to verify vehicle dynamic functions or perform mileage tests on test lines. When debugging vehicles on test lines, ATP system protection is often not available or the ATP protection function is in a cut-off state. In addition, test lines are usually open and short-distance lines. Therefore, during vehicle debugging, there is a risk that the driver may make a human error and cause the train to run out of the line end.

[0003] Most of the test line anti-advancement systems invented in the past are developed based on GPS positioning technology and its derivative development. They all use GPS to obtain the vehicle positioning position, real-time speed, and real-time calculation of the vehicle braking distance and distance from the terminal to determine whether the train has a risk of advancing. According to the calculation results, the system will give an alarm reminder in time. If the braking is still not detected after the alarm, the system will apply the brakes in time to ensure the driving safety of the train. This technical solution has the problems of low positioning accuracy, the need to preset a large terminal safety distance, low line utilization efficiency, and the positioning signal is easily interfered. It cannot be applied to test line occasions with external obstructions or strong interference.

[0004] In view of this, a test line warning system based on UWB positioning technology is proposed. Utility Model Content

[0005] The utility model aims to provide a test line early warning system based on UWB positioning technology, which has strong anti-interference ability, high positioning accuracy, and high line utilization efficiency and debugging efficiency.

[0006] The above technical objectives of the utility model are achieved through the following technical solutions:

[0007] A test line warning system based on UWB positioning technology comprises a base station and a vehicle-mounted portable host, wherein the base stations are arranged at the left, middle and right positions of the test line, the vehicle-mounted portable host is arranged at the front and rear of the vehicle, a UWB tag is arranged in the vehicle-mounted portable host for signal recognition of the base station, a camera is arranged on the vehicle-mounted portable host, a shielding device is arranged at a position corresponding to the camera, the shielding device comprises an inner ring, a torsion spring, an outer ring and a shielding cover, the inner ring is fixed to the vehicle-mounted portable host and arranged around the camera, the outer ring is arranged around the inner ring, the torsion spring is arranged between the inner ring and the outer ring, and two ends are respectively connected to the inner ring and the outer ring, and the shielding cover is rotatably arranged on the outer ring.

[0008] In a preferred embodiment, an annular groove surrounding the inner ring is provided on the outer peripheral wall thereof, and the torsion spring is arranged in the annular groove.

[0009] In a preferred embodiment, a limiting ring is provided on the inner wall of the outer ring, and the limiting ring is limited in the annular groove.

[0010] In a preferred embodiment, the outer ring comprises at least two spliced ​​segments.

[0011] In a preferred embodiment, a plurality of notches are provided on the peripheral wall of the outer ring, and the plurality of notches are arranged around the outer ring.

[0012] In a preferred embodiment, a resistance layer is provided on the outer wall of the inner ring or the inner wall of the outer ring.

[0013] In a preferred embodiment, the resistance layer is made of rubber material.

[0014] In a preferred embodiment, a connecting seat is provided on the outer ring, a rotating shaft is provided on the connecting seat, a notch is provided on the shielding cover, and an axial hole for mounting the rotating shaft is provided on the side wall of the notch.

[0015] Compared with the prior art, the utility model deploys positioning base stations in the middle and at both ends of the line, receives information from the ground base station in real time through the on-board portable host, perceives the position information of the vehicle on the line in real time, and analyzes the real-time speed and real-time parking point of the vehicle through the algorithm, thereby ensuring the safe operation of the vehicle on the line in real time; this solution can perfectly eliminate signal interference and greatly improve positioning accuracy. At the same time, the utility model adopts a line segmentation control strategy to effectively improve the utilization efficiency and debugging efficiency of the line.

[0016] Furthermore, a camera is provided on the vehicle-mounted portable host to collect environmental image data, and identify the environmental position of the vehicle through model comparison based on the collected environmental image data. Thus, the position of the vehicle can be judged according to the specific position of the device, avoiding the problem of inaccurate position judgment caused by differences in the placement of the device.

[0017] At the same time, a shielding device is provided on the camera, and the shielding device mainly plays the role of protecting the camera so that the camera can be kept clean. When the camera is not in use, the shielding cover of the shielding device shields the camera to protect the camera. When the vehicle-mounted portable host switches its position, the camera needs to be used to collect environmental images. At this time, the outer ring is rotated 180 degrees so that the connection point between the shielding cover and the outer ring moves to the low point. At this time, under the action of gravity, the shielding cover is in an open state. At the same time, under the restoring action of the torsion spring, the outer ring rotates relative to the inner ring, so that the connection point between the shielding cover and the outer ring moves to the initial high position, and the shielding cover closes under the action of gravity to protect the camera. Therefore, through such a setting, on the one hand, the protection of the camera is achieved, and on the other hand, the shielding device is automatically closed after being opened to ensure that the shielding device is effective. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 The utility model is a schematic diagram of a test line warning system based on UWB positioning technology.

[0019] Figure 2 The present invention relates to a structural schematic diagram of a vehicle-mounted portable host of a test line warning system based on UWB positioning technology (blocking device closed state).

[0020] Figure 3 The present invention relates to a structural schematic diagram of a vehicle-mounted portable host of a test line warning system based on UWB positioning technology (with a shielding device opened).

[0021] Figure 4 The invention relates to a longitudinal cross-sectional structural schematic diagram of a shielding device of a vehicle-mounted portable host of a test line warning system based on UWB positioning technology.

[0022] Figure 5 yes Figure 4 Schematic diagram of the enlarged structure of part A.

[0023] Figure 6 The present invention relates to a parking strategy schematic diagram of a test line warning system based on UWB positioning technology.

[0024] Figure 7 The present invention relates to an application software framework schematic diagram of a test line warning system based on UWB positioning technology.

[0025] In the picture

[0026] The vehicle-mounted portable host 1; the camera 2; the shielding device 3; the inner ring 4; the annular groove 5; the torsion spring 6; the outer ring 7; the limit ring 8; the connecting seat 9; the rotating shaft 10; the shielding cover 11; the resistance layer 12; and the notch 13. DETAILED DESCRIPTION

[0027] The utility model is further described in detail below in conjunction with the accompanying drawings.

[0028] This specific embodiment is merely an explanation of the present invention and is not a limitation of the present invention. After reading this specification, those skilled in the art may make non-creative modifications to the present embodiment as needed, but such modifications are protected by patent law as long as they are within the scope of the claims of the present invention.

[0029] like Figures 1 to 5 A test line warning system based on UWB positioning technology includes a base station and a vehicle-mounted portable host 1, wherein the base station is arranged at the left, middle and right positions of the test line, and the vehicle-mounted portable host 1 is arranged at the front and rear of the vehicle. The vehicle-mounted portable host 1 is provided with a UWB tag for signal recognition of the base station, and the vehicle-mounted portable host 1 is provided with a camera 2, and a shielding device 3 is provided at a position corresponding to the camera 2, and the shielding device 3 includes an inner ring 4, a torsion spring 6, an outer ring 7 and a shielding cover 11, the inner ring 4 is fixed to the vehicle-mounted portable host 1 and is arranged around the camera 2, the outer ring 7 is arranged around the inner ring 4, the torsion spring 6 is arranged between the inner ring 4 and the outer ring 7, and the two ends are respectively connected to the inner ring 4 and the outer ring 7, and the shielding cover 11 is rotatably arranged on the outer ring 7.

[0030] A test line warning system based on UWB positioning technology in this embodiment deploys positioning base stations in the middle and both ends of the line, receives information from the ground base station in real time through the on-board portable host 1, perceives the position information of the vehicle on the line in real time, and parses the real-time speed and real-time parking point of the vehicle through the algorithm, thereby ensuring the safe operation of the vehicle on the line in real time; this solution can perfectly eliminate signal interference and greatly improve positioning accuracy. At the same time, the line segmentation control strategy adopted by the present invention can effectively improve the utilization efficiency and debugging efficiency of the line.

[0031] Furthermore, a camera 2 is provided on the vehicle-mounted portable host 1 for collecting environmental image data, and identifying the environmental position of the vehicle through model comparison based on the collected environmental image data. Thus, the position of the vehicle can be judged according to the specific position of the device, avoiding the problem of inaccurate position judgment caused by differences in the placement of the device.

[0032] At the same time, a shielding device 3 is provided on the camera 2. The shielding device 3 mainly plays the role of protecting the camera 2 so that the camera 2 can be kept clean. When the camera 2 is not in use, the shielding cover 11 of the shielding device 3 shields the camera 2 to protect the camera 2. When the vehicle-mounted portable host 1 switches its position, it is necessary to use the camera 2 to collect environmental images. At this time, the outer ring 7 is rotated 180 degrees so that the connection point between the shielding cover 11 and the outer ring 7 moves to the low point. At this time, under the action of gravity, the shielding cover 11 is in an open state. At the same time, under the restoring action of the torsion spring 6, the outer ring 7 rotates relative to the inner ring 4, so that the connection point between the shielding cover 11 and the outer ring 7 moves to the initial high position, and the shielding cover 11 is closed under the action of gravity to protect the camera 2. Therefore, through such a setting, on the one hand, the protection of the camera 2 is achieved, and on the other hand, the shielding device 3 is automatically closed after being opened to ensure that the shielding device 3 is effective.

[0033] In order to stabilize the structure, an annular groove 5 surrounding the inner ring 4 is provided on the outer peripheral wall thereof, and the torsion spring 6 is arranged in the annular groove 5 .

[0034] In order to further improve the stability of the structure, a limiting ring 8 is provided on the inner wall of the outer ring 7 , and the limiting ring 8 is limited in the annular groove 5 .

[0035] In order to facilitate assembly, the outer ring 7 includes at least two splicing segments. In the assembly type, the outer ring 7 is assembled by assembling the assembling segments.

[0036] In order to facilitate the rotation of the outer ring 7 , a plurality of notches are provided on the peripheral wall of the outer ring 7 , and the plurality of notches are arranged around the outer ring 7 .

[0037] In order to make the outer ring 7 and the inner ring 4 rotate slowly under the action of the torsion spring 6 and provide sufficient time for the camera 2 to acquire images, a resistance layer 12 is provided on the outer wall of the inner ring 4 or the inner wall of the outer ring 7 .

[0038] Specifically, the resistance layer 12 is made of rubber material.

[0039] The rotation connection method of the outer ring 7 and the shielding cover 11 is as follows: a connecting seat 9 is provided on the outer ring 7, a rotating shaft 10 is provided on the connecting seat 9, a notch 13 is provided on the shielding cover 11, and an axial hole for installing the rotating shaft 10 is provided on the side wall of the notch 13.

[0040] In order to fully explain the working principle of a test line warning system of a UWB positioning technology in this embodiment, the following is explained:

[0041] A test line warning system of a UWB positioning technology in this embodiment includes:

[0042] Base stations are arranged at the left, middle and right positions of the test line and are used to transmit and receive signals from the portable host 1 on the vehicle;

[0043] The on-board portable host 1 is arranged at the front and rear of the vehicle. The on-board portable host 1 has a built-in UWB tag for signal recognition of the base station to obtain relative distance information relative to the base station. The base station and the UWB tag communicate and measure distance with each other. Combined with the test line information and the base station position, an algorithm is designed to calculate the position of the train relative to the test line.

[0044] The base station and the vehicle-mounted portable host 1 obtain the speed information, position information and braking distance information of the vehicle on the test line through signal recognition and signal processing, and obtain vehicle control information according to the speed information and position information.

[0045] When the vehicle is running, it obtains the relative distance data of the UWB base station at a frequency of 10Hz. The UWB tag only needs to obtain the relative distance data of one UWB base station. The vehicle's position can be calculated by using the Pythagorean theorem of the right triangle, combining the test line information and the location of the UWB base station. If the relative distance data of multiple UWB base stations are obtained, only the nearest one is taken.

[0046] In terms of the software design of this system:

[0047] The system uses the Linux operating system and the application software is developed based on QT5.

[0048] Use QObject:moveToThread() to create a backend thread, and the main thread interacts with the backend thread using signals and slots.

[0049] Application software framework such as Figure 6 shown.

[0050] A test line warning system based on UWB positioning technology in this embodiment is a fully automatic vehicle safety protection system used in the vehicle tracking operation process. The system automatically identifies the distance and speed information of the train ahead by transmitting the positioning information between the vehicles. When the train is running and debugging on the test line, the position of the train in the preset line is located by UWB, and the distance and speed information of the vehicle tracking ahead are combined with the vehicle speed, and the terminal distance and emergency braking distance are calculated in real time; when the driver fails to brake in time, the driver is provided with warning protection to prevent the train from running out of the end of the test line.

[0051] Furthermore, the entire test line is approximately 1,260 meters in length, and four base stations are arranged at the left, middle, and right positions of the test line, respectively. The base stations use directional antennas to transmit and receive in a single direction.

[0052] Furthermore, a battery is provided inside the vehicle-mounted portable host 1 .

[0053] Furthermore, when the vehicle-mounted portable host 1 cannot obtain the relative distance information of any of the base stations within a preset time, a position abnormality is recorded. Specifically, if the vehicle fails to obtain the relative distance data of any UWB base station for 10 consecutive times during operation, a position information abnormality is recorded.

[0054] Furthermore, the vehicle-mounted portable host 1, based on the position information of the vehicle on the test line, records the position information abnormality when the distance from the leftmost or rightmost end of the test line is less than the preset distance of the entire line and the relative distance information of the corresponding leftmost or rightmost base station cannot be obtained within a preset time.

[0055] Specifically, if the vehicle is running to the left and the distance from the leftmost end is less than one-third of the entire route, the relative distance data of the UWB base station on the left cannot be obtained for 10 consecutive times, and a position information abnormality is recorded. If the vehicle is running to the right and the distance from the rightmost end is less than one-third of the entire route, the relative distance data of the UWB base station on the left cannot be obtained for 10 consecutive times, and a position information abnormality is recorded.

[0056] Furthermore, the vehicle-mounted portable host 1 determines the running direction of the vehicle according to the speed information and position information of the vehicle on the test line, specifically including:

[0057] When the vehicle's running direction is unknown, the vehicle's position changes twice in the same direction before the vehicle's running direction is confirmed;

[0058] When the vehicle's running direction is known, the vehicle's position changes in the opposite direction twice before changing the vehicle's running direction;

[0059] When the vehicle's running direction is known, if the vehicle's position does not change for two consecutive times, the vehicle's running direction is modified to unknown.

[0060] Furthermore, the vehicle-mounted portable host 1 has a built-in filtering algorithm, the principle of which is first-order low-pass filtering, also called first-order inertial filtering. It uses software programming to implement the function of an ordinary hardware RC low-pass filter, which can reduce noise to a certain extent to achieve the purpose of filtering. It has a good inhibitory effect on noise interference, saves RAM space, and has a small amount of calculation.

[0061] The filtering algorithm includes:

[0062] When the data continues to change in one direction, gradually increase the filter coefficient and increase the weight of this sampling value;

[0063] When the data changes rapidly, the filter coefficient should be increased to increase the weight of the current sampling value.

[0064] When the data changes slowly, gradually reduce the filter coefficient and lower the weight of this sampling value;

[0065] The filtering algorithm adopts a filtering formula, which is: Y(n)=αX(n)+(1-α)Y(n-1); where α is the filtering coefficient, X(n): the current sampling value, Y(n-1): the previous filtering output value, and Y(n): the current filtering output value.

[0066] The filtering algorithm dynamically adjusts the filter coefficients, taking into account the requirements of sensitivity and stability; at the same time, it does not consume much system RAM.

[0067] The functions implemented by the filtering algorithm include:

[0068] When the data changes rapidly, the filtering results can follow up in time, and the faster the data changes, the higher the sensitivity should be (sensitivity priority principle).

[0069] When the data tends to be stable and oscillates within a range, the filtering result can tend to be stable (stableness priority principle).

[0070] When the data is stable, the filtering result can approach and eventually equal the sampled data (eliminating the error caused by decimals in the calculation).

[0071] Judgment before adjustment:

[0072] Whether the data change direction is in the same direction (for example, when two consecutive sampling values ​​are greater than the last filtering result, the change direction is considered to be consistent, otherwise it is considered inconsistent);

[0073] Whether the data changes quickly (mainly judging the difference between the sampling value and the last filtering result).

[0074] Further, regarding the software state machine settings:

[0075] A state machine is a tool used to model object behavior. Its main function is to describe the sequence of states that an object goes through during its life cycle and how it responds to various events from the outside world.

[0076] System Status Status Description Initialization state After powering on, the machine enters the initialization state, waits for the configuration parameters to take effect, and then enters the self-test state. Self-check status Perform hardware self-test, software self-test and other functions. After the self-test passes, it enters the ready state Ready state Ready, waiting for the driver to operate it and put it into use, then enter the running state Running status The system is in normal operation state. When the braking condition is reached, the system enters the braking state. Braking status Trigger emergency braking, the vehicle stops and enters the ready state Fault Status When a system failure occurs, it enters the fault state

[0077] Specifically:

[0078] 1. Initialization state:

[0079] After waiting for the configuration parameters to take effect, enter the self-test state.

[0080] 2. Self-check status

[0081] 1). Automatically detect whether UWB positioning is normal

[0082] 3). Manually check whether the emergency brake and brake feedback are normal

[0083] 4). Manually check whether the voice playback function is normal

[0084] 5). Manually check whether the buzzer function is normal

[0085] 6). After all self-tests are passed, it will enter the ready state

[0086] 3. Ready state

[0087] The manually operated equipment is put into use and enters the operating state;

[0088] Regularly check whether UWB positioning is normal. If the detection fails once, it will enter the self-check state.

[0089] 4. Operation status

[0090] Acquire UWB ranging information at a frequency of 10Hz to calculate the position, speed and direction of movement;

[0091] When the vehicle location information is detected to be abnormal, the device continuously broadcasts "abnormal location" and triggers a buzzer alarm to prompt the driver to cut off the device. After the driver clicks to cut off the device, the device enters a fault state;

[0092] If there is no position change for 5 seconds, a voice reminder will be played;

[0093] When the running speed exceeds the maximum set speed, a voice reminder will be played;

[0094] When the vehicle is transported to 50 meters from the parking spot, a voice reminder will be played;

[0095] When the vehicle is 30 meters away from the parking spot, a voice reminder will be played;

[0096] Determine the braking distance and the parking point distance. If the braking distance is greater than or equal to the parking point distance, enter the braking state.

[0097] 5. Braking status

[0098] Immediately apply emergency brakes, play voice reminders, and turn on the buzzer reminder;

[0099] When it is detected that the emergency brake is applied successfully and the speed drops to 0, a pop-up window will prompt the driver. After the driver clicks to confirm, the emergency brake is released and the vehicle enters the ready state.

[0100] If the emergency brake is detected to be applied successfully and the speed difference before and after 1 second is less than 3.6km / h, a pop-up window will prompt the driver to manually apply the emergency brake. After the driver clicks to confirm, the system will enter the fault state;

[0101] After detecting that the emergency brake application fails, a pop-up window prompts the driver to manually apply the emergency brake. After the driver clicks to confirm, the system enters a fault state.

[0102] 6. Fault status

[0103] Manual operation is required to enter the self-test state to exit the fault state.

[0104] 7. Safety precautions

[0105] When the device is in the self-check state, it checks whether the UWB positioning is normal. It can enter the ready state only after the detection is normal;

[0106] When the device is in the self-test state, manually check whether the output brake and brake feedback are normal. Only after the detection is normal can it enter the ready state;

[0107] When the device is in operation, it detects the communication data between the current ground base station and the vehicle-mounted antenna in real time. If any communication abnormality is found, the device will be automatically disconnected.

[0108] When the device is in operation, if it detects abnormal vehicle position information, it will prompt the driver to cut off the device. After the driver clicks to cut off the device, the device will enter a fault state;

[0109] When the device is in braking state, if the speed difference before and after 1 second is less than 3.6km / h, a pop-up window will prompt the driver to manually apply emergency braking. After the driver clicks to confirm, the device enters fault state;

[0110] The programming of the main thread and background thread is as lightweight and efficient as possible. The hard disk is not read or written in the running state and braking state. The data is temporarily stored in the memory until it switches to other working states, and then the hard disk is read and written to ensure that emergency braking can be applied in time.

[0111] further,

[0112] The calculation formula of the vehicle speed information is: v=s / t, where s is distance, v is speed, and t is time;

[0113] The vehicle position calculation formula is: a^2=c^2-b^2, wherein, according to the Pythagorean theorem of a right triangle, c: hypotenuse a: opposite side b: adjacent side;

[0114] The braking distance information calculation formula is: s=v^2 / (2a), where s is distance, v is speed, and a is deceleration.

[0115] Furthermore, three parking points are respectively set at both ends of the test line, which are defined as parking point 1, parking point 2 and parking point 3. In one driving direction, the test line is divided into three sections according to the distance to the parking point. The three sections are preset with three speed limit values, namely speed limit 1, speed limit 2 and speed limit 3. The speed ranges under speed limit 1, speed limit 2 and speed limit 3 are respectively defined as the first section, the second section and the third section. When the vehicle speed is in the first section, that is, before parking point 1, the system defaults to enabling parking point 1 as the current safety distance setting point set by the system, and enabling speed limit 1 as the current maximum speed limit of the system. When the vehicle approaches parking point 1, the vehicle is allowed to enter the second section at a speed value lower than speed limit 2; after entering the section, parking point 2 is enabled as the current safety distance setting point, and speed limit 2 is enabled as the current speed limit. When the vehicle approaches parking point 2, the vehicle is allowed to enter the third section at a speed value lower than speed limit 3; after entering the section, parking point 3 is enabled as the current safety distance setting point, and speed limit 3 is enabled as the current speed limit.

[0116] When the vehicle speed exceeds the line speed limit, an alarm is issued, specifically including:

[0117] 5.11.1 Low-level alarms

[0118] Low-level warnings are log messages recorded by the system.

[0119] 5.11.2 Medium-level alarm

[0120] When the train exceeds the set line speed limit, the test line warning system host will give a voice alarm to remind the driver to slow down.

[0121] When the train is about to trigger emergency braking, a warning and deceleration reminder will be issued according to the preset warning time. If the warning reminder time is set to 4s, the train will issue a warning and deceleration reminder 4s before the braking trigger point according to the current speed of the vehicle. The braking trigger point is based on the current parking point.

[0122] 5.11.3 High-level alarms

[0123] First section: When the train is running in this section, if the train speed exceeds the speed limit 1 (such as Figure 7 The set speed is 25km / h), and according to the vehicle's common braking deceleration, it calculates in real time whether the train can stop in time outside the safe distance; if it cannot stop, it outputs emergency braking and broadcasts voice and buzzer reminders, and records relevant logs.

[0124] The second interval (such as Figure 7 Set the 50m to 146m section): When the train is running in this section, the train running speed is within the speed limit 2 (such as Figure 7In the set (<25km / h) interval, according to the vehicle's common braking deceleration, it calculates in real time whether the train can stop in time outside the low-speed safety distance; if it cannot stop, it outputs emergency braking and broadcasts voice and buzzer reminders, and records relevant logs. If the vehicle speed exceeds 25km / h, it outputs emergency braking and broadcasts voice and buzzer reminders, and records relevant logs.

[0125] The third interval (such as Figure 7 Set the 6m to 50m interval): When the train is running in this interval, the train running speed is within the speed limit 3 (such as Figure 7 In the set (<7km / h) interval, according to the vehicle's common braking deceleration, it calculates in real time whether the train can stop in time outside the low-speed safety distance; if it cannot stop, it outputs emergency braking and broadcasts voice and buzzer reminders, and records relevant logs. If the vehicle speed exceeds 7km / h, it outputs emergency braking and broadcasts voice and buzzer reminders, and records relevant logs.

[0126] The train is running within the stop point 3 (such as Figure 7 During the process of setting the interval from 6m to 0m), if the vehicle moves more than 3m, emergency braking will be output, voice and buzzer reminders will be broadcast, and relevant logs will be recorded.

[0127] Conditions for triggering abnormal vehicle position information:

[0128] (1) A position information failure occurs.

[0129] (2) Five consecutive location information warnings occur.

[0130] Under the setting of this system, a portable host is placed in the driver's cab at both ends of the vehicle, a ground host is installed at the end and the end of the test line, and two ground hosts are installed in the middle of the test line. The portable host and the ground host have corresponding distance measurement modules. The portable host measures the distance in real time and displays it on the interface of the portable host.

[0131] When the portable host detects that the distance to the end of the line is less than the preset threshold, it can alert the driver through interface prompts, alarm sounds, vibration bracelets, and triggering train emergency braking. The alarm is divided into the following three levels:

[0132] (1) Low level: interface display prompt, manual emergency braking;

[0133] (2) Medium level: interface display prompts, alarm sound, vibration bracelet, manual emergency braking;

[0134] (3) High level: controlling train emergency braking.

[0135] The above description of the embodiments is to facilitate the understanding and use of the present invention by ordinary technicians in the technical field. It is obvious that those familiar with the technical field can easily make various modifications to the embodiments and apply the general principles described here to other embodiments without creative work. Therefore, the present invention is not limited to the above embodiments. Improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from the scope of the present invention should be within the scope of protection of the present invention.

Claims

1. A test line warning system based on UWB positioning technology, characterized in that: It includes a base station and a vehicle-mounted portable host, the base station is arranged at the left, middle and right positions of the test line, the vehicle-mounted portable host is arranged at the front and rear of the vehicle, the vehicle-mounted portable host is provided with a UWB tag for signal recognition of the base station, the vehicle-mounted portable host is provided with a camera, a shielding device is provided at the position corresponding to the camera, the shielding device includes an inner ring, a torsion spring, an outer ring and a shielding cover, the inner ring is fixed to the vehicle-mounted portable host and is arranged around the camera, the outer ring is arranged around the inner ring, the torsion spring is arranged between the inner ring and the outer ring, and the two ends are respectively connected to the inner ring and the outer ring, and the shielding cover is rotatably arranged on the outer ring.

2. According to claim 1, a test line warning system based on UWB positioning technology is characterized in that: An annular groove surrounding the inner ring is arranged on the outer peripheral wall of the inner ring, and the torsion spring is arranged in the annular groove.

3. According to claim 2, a test line warning system based on UWB positioning technology is characterized in that: A limiting ring is provided on the inner wall of the outer ring, and the limiting ring is limited in the annular groove.

4. According to claim 1, a test line warning system based on UWB positioning technology is characterized in that: The outer ring includes at least two spliced ​​segments.

5. According to claim 1, a test line warning system based on UWB positioning technology is characterized in that: A plurality of notches are arranged on the peripheral wall of the outer ring, and the plurality of notches are arranged around the outer ring.

6. According to claim 1, a test line warning system based on UWB positioning technology is characterized in that: A resistance layer is provided on the outer wall of the inner ring or the inner wall of the outer ring.

7. According to claim 6, a test line warning system based on UWB positioning technology is characterized in that: The resistance layer is made of rubber material.

8. According to claim 1, a test line warning system based on UWB positioning technology is characterized in that: The outer ring is provided with a connecting seat, the connecting seat is provided with a rotating shaft, the shielding cover is provided with a notch, and the side wall of the notch is provided with an axial hole for installing the rotating shaft.

Images