C-180 pilot reported an NMAC event a during practice approach in which ATC issued conflicting approach clearance to an arrival aircraft. The C-180 pilot took evasive action to avoid a collision.

Narrative

I was on a VFR flight from ZZZ1 to my home airport; ZZZ. I contacted ZZZ Approach 40 miles away and though it was severe clear VMC; I requested a practice approach RNAV XX with IAF at ZZZZZ. I was given a squawk code and ultimately '...cleared for the practice approach; no traffic separation provided.' I continued inbound to the IAF (ZZZZZ) then proceeded to turn onto the final approach course. Aircraft Y checked in and was cleared for the visual to Runway XX. ZZZ called out me as traffic for the airliner and they said they had me in sight. He was behind and above me; so I could not see him. I continued from the IAF toward the FAF. I had a couple call outs from ZZZ for the traffic at 8 o'clock; then 7 o'clock to which I responded that I was a high wing and would not be able to see the traffic. The final couple call outs to me was for the traffic at 12 o'clock and one mile; then twelve o'clock at 1/2 mile; which made no sense. I told Approach I did not have the traffic in sight despite the fact I was told they were very close at twelve o'clock. In actuality; they were at my six o'clock position; not twelve. Meanwhile; I am starting to descend on the glide slope; fortunately was below the center of the glide slope and I see the airliner pass directly over me at about the location of the FAF. It was night; and so very difficult to ascertain vertical separation; but it was uncomfortably close. I told Approach that Aircraft Y passed directly over me and they switched me to the Tower. I told Tower I was too close to Aircraft Y and needed to do a 360 degree turn which was approved. Although cleared for the visual; I'm sure Aircraft Y was likely tracking the ILS for Runway XX which put him on the same glide slope as me. This was a very dangerous scenario; with a low wing Aircraft Y overtaking from above a high wing aircraft; both of which were descending on the same glide path. There is no way Aircraft Y could maintain visual separation with me as it passed over me. Had I corrected my low position on the glide path; I could have ascending into the descending Aircraft Y and a mid air collision could have occurred. The Approach Controller incorrectly called out the traffic at 12 o'clock rather than 6 o'clock. Had he correctly stated its position; I would have at least told them that there is no way for me to 'see and avoid' the traffic that was overtaking me on the same glide path. The Approach Controller should never have allowed this scenario to develop.