JP5864201B2 - Safety management system for route work - Google Patents

Description

  The present invention relates to a safety management system that ensures the safety of workers such as maintenance work on railway lines.

  On railway lines, maintenance work is repeatedly performed at an appropriate frequency for all routes in order to ensure the safety of transportation work. Here, the regular maintenance work is usually performed at midnight when the commercial operation is finished, but the work requiring urgency needs to be performed in parallel with the commercial operation. In such a case, necessary safety personnel are placed at appropriate positions to prevent work accidents caused by workers, for example, to ensure work safety.

JP 2007-237897 A JP 2008-207621 A JP 2010-264897 A

  However, since the possibility of human error cannot be determined to be zero, more reliable safety management is desired. Although a large-scale system can be constructed here, it is more reasonable to ensure work safety with a relatively simple configuration. In addition, although this applicant has disclosed the related invention in patent documents 1-3, neither invention can solve said subject.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a route work safety management system capable of ensuring work safety with a relatively simple configuration.

In order to achieve the above-mentioned object, the present invention is mounted on a train that operates on a railway line, an in-vehicle terminal capable of grasping the traveling position of the train, a portable terminal capable of packet communication possessed by a route worker, and a portable terminal And an information transmitter capable of transmitting necessary information to the in-vehicle terminal by short-range wireless communication, and a management server arranged to be able to perform packet communication with the portable terminal and the information transmitter. The management server specifies an information transmitter corresponding to the mobile terminal based on start information transmitted from the mobile terminal prior to the route work of the route worker, and determines the work position of the route work. Initial means for grasping, and command means for transmitting the work position information grasped by the initial means to the information transmitter identified by the initial means, the information transmitter received from the command means Is configured to send the train of vehicle terminal proximate the business location information, vehicle terminal which has received the work position information, in place up to the line working position, it is configured to perform alerting operations for the train crew In response to the start of the information transmission operation for transmitting the work position information to the in-vehicle terminal, the information transmitter transmits the operation start reply information to the management server. The mobile terminal is configured to notify that the information transmission operation has started .

  In response to the start of the information transmission operation for transmitting the work position information to the in-vehicle terminal, the information transmitter transmits operation start reply information to the management server, and the management server receives the reply information. The server is preferably configured to notify the mobile terminal that the information transmission operation has started.

  Further, the management server transmits the changed work position information to the information transmitter corresponding to the mobile terminal in response to the movement information transmitted from the mobile terminal in response to the change of the work position of the route worker. Preferably, the information transmitter is configured to transmit the work position information received from the changing means to the in-vehicle terminal of the nearby train.

  The management server transmits work end information to an information transmitter corresponding to the mobile terminal in response to the end information transmitted from the mobile terminal in response to completion of the work by the route worker. It is also preferable that the information transmitter is configured to end the information transmission operation on condition that the work end information is received from the end means.

  Preferably, the portable terminal should be configured to grasp its own position based on information from a GPS satellite and repeatedly transmit the grasped position information to the management server.

  According to the above-described present invention, it is possible to realize a route work safety management system capable of ensuring work safety with a relatively simple configuration.

It is the schematic which shows the safety management system of the route work which concerns on 1st Example. It is the external view and circuit block diagram which show a vehicle-mounted terminal. 2 is a flowchart illustrating the operation content of the management server of the first embodiment and a work management table TBL. It is an operation | movement time chart which shows operation | movement of a portable terminal, a management server, an information transmitter, and a vehicle-mounted terminal. It is a flowchart which shows operation | movement of the portable terminal and information transmitter of 1st Example. It is the schematic which shows the structure of 2nd Example. It is a flowchart explaining operation | movement of the portable terminal and information transmitter of 2nd Example. It is a flowchart explaining operation | movement of the management server of 2nd Example. It is an operation | movement time chart which shows operation | movement of each part of 2nd Example. It is the schematic which shows the structure of 3rd Example. It is a flowchart explaining operation | movement of the management server of 3rd Example. It is an operation | movement time chart which shows operation | movement of each part of 3rd Example. It is the schematic which shows the structure of 4th Example. It is the schematic which shows the structure of 5th Example.

  Hereinafter, examples of the present invention will be described in more detail. However, the examples are merely illustrative, and various modifications can be made, and the present invention is not intended to be limited in any way.

<First embodiment>
FIG. 1 is a schematic diagram showing a route work safety management system according to the first embodiment. As shown in the figure, this safety management system includes a portable terminal 1 possessed by a route worker, a management server 2 accessed through a portable packet communication network NT1 and an Internet communication network NT2, and an upstream of a railway line on which the route work is performed. An information transmitter 3 arranged at a station and an in-vehicle terminal 4 mounted on all trains operating on the railway line are configured.

  The mobile terminal 1 is typically composed of a commercially available mobile phone or smartphone, and (a) a function for transmitting start information and end information to the management server 2 together with its own device ID, and (b) work start and It fulfills the function of receiving work completion permission emails. Therefore, it is not always necessary to install dedicated communication software (dedicated application), and a browser or mailer installed in a commercially available mobile terminal 1 can be used. However, in the following description, it is assumed that a dedicated application that performs the above-described function is previously installed in the mobile terminal 1 (specifically, a mobile phone).

  The information transmitter 3 has a device address (device ID corresponding to an IP address, etc.) specified in advance corresponding to the mobile terminal 1, and is arranged at an upstream station of the work site by, for example, a worker heading to the work site. After the route work is completed, it is removed and collected. However, it is not particularly limited, and may be permanently installed at each station. Further, a plurality of information transmitters 3 may correspond to a single mobile terminal 1, and in this case, a plurality of information transmitters 3 ... 3 corresponding to the single mobile terminal 1 are in place. Be placed.

  In any case, the information transmitter 3 includes a portable communication unit (portable packet module) 3a that can communicate with the management server 2 via the portable packet communication network NT1 and the Internet communication network NT2, and is mounted on the vehicle in the near field communication standard. A wireless transmission unit 3b capable of wirelessly transmitting information necessary for the terminal 4 and a main processing unit 3c for computer-controlling the operation of each unit are configured. Although not particularly limited, in this embodiment, the wireless transmission unit 3b performs wireless transmission of the ZigBee (registered trademark) standard.

  Note that the mobile terminal 1 and the mobile communication unit 3a of the information transmitter transmit and receive packet data using a protocol unique to the mobile device, but the packet is transmitted and received with the management server 2 by converting the protocol data using the Web gateway GT. Is possible.

  The in-vehicle terminal 4 is configured to have the appearance state of FIG. 2A and the circuit configuration of FIG. This in-vehicle terminal 4 has the same configuration as that of the in-vehicle terminal device disclosed in Patent Document 2, and is configured so that it can always accurately grasp its current position by receiving information from a GPS satellite.

  As shown in FIG. 2 (a), the in-vehicle terminal 4 is provided with an LED that is lit / flashes at the alerting point and a speaker SP that emits an announcement sound around the liquid crystal display LCD. And if the vehicle-mounted terminal 4 judges that it has reached the alerting point, an appropriate alerting screen is displayed, and if necessary, an alerting sound is output. The warning screen includes information related to route work in addition to safety information that is constantly displayed at a predetermined position. For example, when route work is being performed on the route, “XXm A warning screen such as “Before working on the route! Caution!” Is displayed.

  The in-vehicle terminal 4 having such a function is lent to the driver for each work (business), and the driver acts with the in-vehicle terminal 4 until the work on the day is completed. The operations of the driver are classified for each train section divided by region, and all the operations of all train sections or the assigned train section are stored in the SD memory card together with time information. Then, the driver receives the in-vehicle terminal 4 (with the SD memory card) that is defaulted to the work number that he / she is in charge of at the start of the operation, and thereafter, the driver performs the work of the day according to the instructions of the in-vehicle terminal 4. It will be good.

  As shown in FIG. 2B, the in-vehicle terminal 4 is divided into a GPS circuit board 40 and a main circuit board 41. The GPS circuit board 40 is charged with a GPS receiving module and an external power supply to charge a battery pack. Charging circuit, an acceleration sensor that measures the acceleration of the train during operation, and a ZigBee receiver that receives radio waves from a point transmitter and an assist GPS client transmitter (each not shown) are mounted.

  The GPS reception module receives information such as positioning time, latitude, longitude, and number of received satellites from GPS satellites, calculates the three-dimensional coordinates (latitude, longitude, altitude) of the reception point, and (a) the optimal 4 Information indicating whether or not individual satellites have been captured (GSP radio wave reception availability state) and (b) three-dimensional coordinates calculated in the GSP radio wave reception availability state are output toward the main circuit board 53. . When the in-vehicle terminal 4 is located in a place where GPS signals do not reach, the ZigBee receiving unit receives necessary information transmitted from a device (not shown) and outputs each received information to the main circuit board 41. Yes.

  The main circuit board 41 includes a control module that is a computer circuit having a CPU, a ROM, and a RAM, a reception data input unit that receives the various data output from the GPS circuit board 40, and a key that receives data such as a cross key. A data input unit, a card data input unit for reading registration data of the SD memory card, and a sensor data input unit for receiving detection data of the optical sensor are provided. Then, the CPU of the control module performs a notification operation for supporting the crew based on information received from each input unit. Specifically, the liquid crystal display unit LCD is driven through the LCD control unit, and various LED lamps are driven through the lamp data output unit. In addition, the announcement sound is output from the speaker via the sound output unit.

  In the system configuration described above, the management server 2 is always waiting for an access request from the mobile terminal 1 or the information transmitter 3, and the route worker who owns the mobile terminal 1 prior to starting the route work. The start information is transmitted to the management server 2, and the work is started after the start permission e-mail is received. The start information includes (a) a line section that identifies the railway line, (b) a kilometer that identifies the distance from the reference position in the line section to the work site, and (c) an up or down line. And (d) the device ID of the mobile terminal 1 is included.

  When moving around the work site, the same procedure as described above is taken, and when all work is completed, the management server 2 is notified of this together with the device ID. On the other hand, the management server 2 having received information such as (1) work start, (2) work position movement, (3) work end, etc. appropriately edits this received information and transmits necessary information to the information transmitter 3. In response to this, the information transmitter 3 transmits alert information for specifying the work position to the in-vehicle terminal 4 by short-range wireless communication.

  As described above, since the in-vehicle terminal 4 can grasp its own current position from information from the GPS satellite, a caution defined in accordance with the route work position based on the alert information received from the information transmitter 3 When the arousal point is reached, a warning activation work as illustrated in FIG. 2A is started.

  FIG. 3 is a flowchart showing the operation content of the management server 2 that realizes the above operation. Note that the management server 2 corresponds to the mobile terminal 1 and the information transmitter 3 that are the transmission sources, and can identify all the mobile terminals 1 and all the information transmitters so that the information transmitter 3 and the mobile terminal 1 to be transmitted can be specified. 3 corresponds to the device ID. The portable terminal 1 and the information transmitter 3 are configured to access the management server 2 with their own device IDs.

  Therefore, when the management server 2 receives access from a predetermined mobile terminal 1, it can identify the corresponding information transmitter 3 based on the device ID of the mobile terminal 1, and conversely, access from the predetermined information transmitter 3 Even when the information is received, the corresponding portable terminal 1 can be specified based on the device ID of the information transmitter 3.

  Based on the above, the flowchart of FIG. 3 will be described. When management server 2 receives information from portable terminal 1 or information transmitter 3, management server 2 determines whether the received information is start information from portable terminal 1 (ST1). Here, the start information is the transmission information from the route worker that specifies the location of the route work to start work from now on, and as described above, (a) the line section, (b) about kilometer , (C) uplink / downlink information, and (d) the device ID of the mobile terminal 1.

  Therefore, the management server 2 specifies the device ID (address information) of the information transmitter 3 corresponding to the device ID of the portable terminal 1 included in the start information, and information necessary for the work management table TBL. Is stored (ST2). FIG. 3B illustrates the work management table TBL, a work flag indicating whether work is being performed, the device ID of the mobile terminal 1, the device ID of the information transmitter 3 corresponding thereto, and the work start time. It has storage fields such as work end time, line section, kilometer, and up / down information. In the process of step ST2, necessary information is stored in each column excluding the work flag, work start time, and work end time.

  Next, the management server 2 transmits alarm information to the information transmitter 3 corresponding to the mobile terminal 1 (ST3). The alarm information to be transmitted is not particularly limited, but includes (a) line section, (b) about kilometer, and (c) vertical information. When this transmission process is completed, the mobile terminal 1 returns (1) the start information is received, and (2) the start permission mail is transmitted thereafter, so that it waits until then. To finish the process (ST4).

  As described above, the information transmitter 3 that has received the alarm information transmitted in the process of step ST3 starts a process of transmitting alert information for specifying the work position to the in-vehicle terminal 4 by short-range wireless communication. . The information transmitter 3 is configured to return information indicating the start of operation together with its own device ID to the management server 2.

  Therefore, when the management server 2 receives an operation start reply from the information transmitter 3 (ST5), the management server 2 transmits an e-mail permitting the work start to the portable terminal 1 specified by the work management table TBL. Then, the work start time is stored and the work flag is set to the ON state (ST6).

  The route work started in this way may change the work position thereafter. In such a case, the mobile terminal 1 transmits again (a) a line section, (b) about a kilometer, (c) up / down information, and (d) movement information including the device ID of the mobile terminal. It has come to be. However, there is no change in the uplink / downlink information in the movement information. If there is a change, the start information needs to be transmitted again after transmitting the end information instead of the movement information. In such a case, the processes of steps ST1 to ST6 are re-executed with the information transmitter 3 arranged at another station.

  Except in such a case, when the management server 2 receives movement information from the portable terminal 1, the work flag that has been in the ON state until then is set OFF in the work management table TBL to close the field. The new work information is stored in the new field of the work management table TBL (ST8), and the alarm information is retransmitted to the corresponding information transmitter 3 (ST9). In addition, the mobile terminal returns a message indicating that the movement information has been accepted (ST10).

  Subsequent processing is the same as when starting work, and the information transmitter 3 that has received the alarm information starts processing for transmitting alert information for specifying the changed work position to the in-vehicle terminal 4. Further, the information transmitter 3 returns information indicating the start of such operation to the management server 2 together with its own device ID, so that the management server 2 (ST5) receiving the information is specified from the work management table TBL. An e-mail permitting work start is transmitted to the portable terminal 1 (ST6). Further, the work start time is stored, and the work flag is set to the ON state (ST6).

  Thereafter, when the management server 2 receives the end information indicating the end of work from the portable terminal 1, the work end time is stored in the work management table TBL, the work flag is set to OFF, and the field is closed (ST12). ). Further, based on the device ID of the mobile terminal 1 included in the end information, the device ID of the corresponding information transmitter 3 is specified, and the corresponding information transmitter 3 is notified to end the transmission operation (ST13). . In addition, the mobile terminal 1 returns a message indicating that the end information has been accepted (ST14).

  The information transmitter 3 that has received the notification that the transmission operation is to be terminated stops the transmission of the attention management information so far, and returns information indicating that to the management server 2 together with the device ID. Therefore, the management server 2 that has received the information from the information transmitter 3 transmits an e-mail permitting the end of work to the mobile terminal corresponding to the device ID of the information transmitter 3 (ST6). Note that the work start permission, work change permission, and work end permission e-mails transmitted in step ST6 are transmitted from the cell phone mail server to the portable terminal 1 via the portable packet communication network NT1. The route worker can immediately grasp the incoming mail.

  The operation of the management server 2 has been described above, but FIG. 4 collectively shows the operations of the mobile terminal 1, the management server 2, the information transmitter 3, and the in-vehicle terminal 4. That is, in the operation time chart of FIG. 4, the manual operation of the portable terminal 1, the communication contents between the portable terminal 1 and the management server 2, the communication contents between the management server 2 and the information transmitter 3, and the information transmitter 3 to the vehicle-mounted terminal The transmission to 4 is described with the passage of time.

  FIG. 5 is a flowchart showing operations of the portable terminal 1 and the information transmitter 3 corresponding to the operation of the management server 2 shown in FIG. First, the operation of the dedicated application of the mobile terminal 1 shown in FIG.

  The mobile terminal 1 waits for the key operation of the route worker (ST20), but when the work start information is input prior to the start of the work (ST21), the input work place is managed together with its own device ID. It transmits to the server 2 and finishes the process (ST22).

  The same applies to other cases, and when the movement information is input during the movement of the work place (ST23), the input movement information is transmitted to the management server 2 together with its own device ID, and the process is completed (ST24). When the end information is input prior to the end of the work (ST25), the input end information is transmitted to the management server 2 together with its own device ID, and the process ends (ST26).

  Then, operation | movement of the information transmitter 3 shown in FIG.5 (b)-FIG.5 (c) is demonstrated. The information transmitter 3 executes a transmission / reception process that waits for a command from the management server 2 (FIG. 5B), and in parallel with this, based on the ON / OFF state of the operating flag, Execution / stop is managed (FIG. 5C).

  First, the transmission / reception process (FIG. 5B) of the information transmitter 3 will be described. When the alarm information (start command) including the work site position information is received from the management server 2, the transmission information data to the in-vehicle terminal 4 is set in the memory and the operating flag is set ON (ST31). . Then, the management server 2 returns a message indicating that the transmission operation is started and its own device ID (ST31).

  On the other hand, when the movement information is received from the management server 2 (ST32), the transmission information data to the in-vehicle terminal 4 is specified in the memory based on the changed position information, and the transmission operation to the management server 2 is performed. Is returned and the device ID is returned (ST33).

  If an end command is received from the management server 2 (ST34), the operating flag is set to the OFF state, and the management server 2 is notified that the transmission operation is stopped and the device ID is returned (ST35). ).

  The in-operation flag set in this way and the transmission information data stored in the memory are referred to in the steady process shown in FIG. In the steady process, first, it is determined whether or not the train has approached the information transmitter 3 (ST40). If there is a train in the proximity position, the operating flag is referred to, and if the operating flag is If it is ON state, based on the transmission information data set in the memory, position information is transmitted toward the in-vehicle terminal 4 mounted on the train (ST42).

  And the vehicle-mounted terminal 4 which received position information specifies and memorize | stores an alerting point and an alerting screen corresponding to the positional information. And after that, always grasp | ascertains a self-position based on GPS information etc., and when it reaches an alerting point, alerting information is displayed on liquid crystal display part LCD of the vehicle-mounted terminal 4. FIG.

  Therefore, the driver can drive the train in a state where the route worker recognizes that the route worker is working, and even if the route worker is not taking evacuation action, By taking safety measures such as issuing an alarm sound to workers, contact accidents can be reliably avoided.

<Second embodiment>
In the first embodiment described above, the movement information is transmitted from the portable terminal 1 every time the work site is moved, but this operation can be omitted. FIG. 6 is a schematic view showing such a second embodiment, and the mobile terminal 1 is equipped with a GPS receiving module for specifying position information based on received data from GPS satellites. In addition, the dedicated application of the mobile terminal 1 is added with software that automatically and repeatedly transmits position information (GPS information such as latitude, longitude, altitude, etc.) specified by the GPS receiving module to the management server.

  FIG. 7 is a flowchart for explaining the operation of the mobile terminal 1 according to the second embodiment. As shown in the figure, the operation of the mobile terminal 1 of the second embodiment is realized by a steady process (FIG. 7A) and a timer interrupt process (FIG. 7B) activated every predetermined time. .

  The timer interruption process is repeatedly started, for example, every 5 minutes, and the position information acquired by the GPS receiving module built in the portable terminal 1 is repeatedly transmitted to the management server 2 together with its own device ID (ST27). In addition, although the latitude, longitude, altitude, etc. where the portable terminal 1 is located are illustrated as position information, in addition to this, time information may be transmitted to the management server 2.

  Corresponding to the operation of such timer interruption processing, the processing (steps ST23 to ST24) at the time of work movement in FIG. However, the location information specified by the GPS receiving module is transmitted to the management server 2 together with its own device ID in addition to the work location (line section, kilometer, top and bottom) input by the worker at the start of work (FIG. 7). (A) ST22 '). The other processes of steps ST20 to ST21 and steps ST25 to ST26 are the same as the operation of the first embodiment shown in FIG.

  By the way, in this 2nd Example, the positional information (GPS information) repeatedly transmitted from the portable terminal 1 is evaluated by the management server 2, and when it determines with the working position having moved largely, from the management server 2 The position information is transmitted to the information transmitter 3.

  That is, as shown in FIG. 8A, when the management server 2 receives GPS information from the portable terminal 1, the management server 2 stores the GPS information in the work management table TBL (see FIG. 8B) and then stores the past GPS information. Is evaluated (ST16). When it is evaluated that the worker is moving greatly, the updated position information is notified to the information transmitter 3 corresponding to the mobile terminal 1 (ST16). The other processes (ST1 to ST5, ST10 to ST12) are almost the same as those in the first embodiment, but when a reply to the effect that the position information change process has been completed is received from the information transmitter 3. No electronic mail is transmitted to the mobile terminal 1 (ST6 ′). That is, since the work position of the route worker is always managed by the management server 2, the route worker may act freely according to his / her own judgment.

  Subsequently, the operation of the information transmitter 3 of the second embodiment will be described based on the flowcharts of FIGS. 7C and 7D. The information transmitter 3 that has received the position information transmitted from the management server 2 changes the transmission information in response to this, and returns to the management server 2 that the position information change has been completed (ST36 to ST37). As a result, in the subsequent transmission operation, the changed position information is transmitted to the in-vehicle terminal 4 (ST42).

  As described above, in the second embodiment, by incorporating the GPS receiving module in the mobile terminal 1, the worker can freely move. FIG. 9 is an operation time chart corresponding to FIG. 4, and summarizes the operations of the mobile terminal 1, the management server 2, the information transmitter 3, and the in-vehicle terminal 4. That is, manual operation of the mobile terminal 1, communication contents between the mobile terminal 1 and the management server 2, communication contents between the management server 2 and the information transmitter 3, transmission from the information transmitter 3 to the in-vehicle terminal 4, etc. It is described with.

<Third embodiment>
By the way, in each above-mentioned Example, although the information transmitter 3 was essential, this can also be abbreviate | omitted. FIG. 10 is a schematic diagram showing such a third embodiment, in which the mobile packet module is additionally incorporated in the in-vehicle terminal 4. The portable terminal 1 is equipped with a GDP receiving module and a dedicated application similar to the second embodiment.

  Further, the operation content on the portable terminal 1 is also as shown in FIG. 7A and FIG. However, in the third embodiment, the mobile terminal 1 does not receive a work start or work end permission e-mail, and the work start or work end is permitted when processing at the start or end of work is accepted by the management server. (See FIG. 12).

  The operation of the management server 2 is as shown in FIG. 11. When the start information is received from the portable terminal 1, the necessary information is stored in the work management table TBL and the work flag is set to the ON state (ST2 ′, ST3). '). The work management table TBL is as shown in FIG. 11 (b). In addition to the work flag, mobile terminal ID, start time, end time, line section, kilometer, up and down, GPS information storage fields, A storage column for proximity positions is provided.

  Corresponding to this configuration, in the process of step ST2 ′, based on the work location transmitted from the portable terminal 1 and the route information and position information (see ST17) acquired from the in-vehicle terminal 4 so far, The in-vehicle terminal 4 that needs to be alerted is specified and stored in the corresponding column. In the work management table TBL in FIG. 11B, the corresponding in-vehicle terminal IDs are entered as A1, A2,.

  In addition, the management server 2 periodically communicates with the in-vehicle terminals 4 and when receiving the travel position information (GPS information) from each in-vehicle terminal 4 (ST17), the route is currently being worked on the route. Then, it is determined whether the train has reached the proximity position (ST18), and if necessary, work information (attention information) is returned (ST19a, ST19b).

  FIG. 12 is an operation time chart of the third embodiment, in which operations of the mobile terminal 1, the management server 2, and the in-vehicle terminal 4 are described in time sequence. The in-vehicle terminal 4 that has received the alert information immediately starts an alarm operation as shown in FIG. 2A, so that an accident can be avoided reliably.

  In addition, since the management server constantly receives GPS information from the mobile terminal 1, if this is interrupted for a certain period of time, there is a possibility that some abnormality has occurred, and caution information is also transmitted to the in-vehicle terminal. You can also Also, other communication means can be activated to contact the route worker.

<Fourth embodiment>
In the embodiment described above, the configuration in which the mobile terminal 1 accesses the management server 2 is adopted. However, the configuration is not necessarily limited to such a configuration, and the electronic mail function of the mobile terminal 1 is utilized to obtain necessary information. You may take the structure which transmits to a management server. In this case, as shown in FIG. 13, the transmitted e-mail is transmitted to the mail server SV1 of the mobile packet communication network via the mobile packet communication network NT1, and via the mail gateway MG. Obtained by the mail server SV2 of the Internet communication network NT2.

  For this reason, the management server 2 communicates with the mail server SV2 periodically (for example, every minute) to acquire an e-mail addressed to the management server 2.

<Fifth embodiment>
For simplicity, the mobile terminal 1 and the management server 2 may be omitted. FIG. 14 is a schematic diagram of the fifth embodiment. In this case, the information transmitter 3 storing the work position in advance is arranged at an upstream station upstream of the route work position or at an appropriate alarm position. It's enough. Since the information transmitter 3 performs a transmission operation on a regular basis or after grasping the proximity of the train, the in-vehicle terminal 4 that has received the information from the information transmitter 3 performs an alarm operation at an appropriate timing. (Awareness activation work) will be executed.

  For example, when the information transmitter 3 is arranged at an upstream station, the in-vehicle terminal 4 performs an alarm operation at an upstream alerting point appropriately separated from the work position. On the other hand, when the information transmitter 3 is arranged at the alerting point, the in-vehicle terminal 4 performs an alarm operation at the timing when the information from the information transmitter 3 is received.

  As mentioned above, although five examples were illustrated about the embodiment of the present invention, the concrete contents do not limit the present invention in particular. For example, in the embodiment, it has been described that the combination of the mobile terminal 1 and one or a plurality of information transmitters 3 is stored in the management server 2 in advance. The start information may include device information that identifies the information transmitter 3 corresponding to the mobile terminal 1.

  Examples of the device information include address information of the information transmitter 3 that is a transmission destination of information from the management server 2. With such a configuration, the management server 2 does not need to store association information between the mobile terminal 1 and the information transmitter 3, address information of the information transmitter 3, and the like.

  Moreover, each component which implement | achieves Example 1- Example 5 can be replaced | exchanged suitably. For example, the mobile terminal 1 of the third embodiment does not necessarily need to incorporate a GPS module. Moreover, if a mobile packet communication module is mounted on the information transmitter 3 shown in FIG. 14, necessary work information (attention information) can be set by receiving data from the mobile terminal 1.

4 In-vehicle terminal 1 Mobile terminal 3 Information transmitter 2 Management server

Claims (4)

An in-vehicle terminal that is installed in a train that runs on a railway line and that can grasp the traveling position of the train,
A portable terminal capable of packet communication possessed by a route worker;
An information transmitter that is arranged at an appropriate location corresponding to a mobile terminal and that can transmit necessary information to the in-vehicle terminal by short-range wireless communication;
A management server arranged to be capable of packet communication with a portable terminal and an information transmitter,
The management server
Based on the start information transmitted from the mobile terminal prior to the route work of the route worker, the initial means for identifying the information transmitter corresponding to the mobile terminal and grasping the work position of the route work,
Commanding means for transmitting the work position information grasped by the initial means to the information transmitter identified by the initial means,
The information transmitter is configured to transmit the work position information received from the command means to an in-vehicle terminal of a nearby train, and the in-vehicle terminal that has received the work position information is on board the train at an appropriate position up to the route work position. Rutotomoni configured to perform alerting operations for personnel,
In response to the start of the information transmission operation for transmitting the work position information to the vehicle-mounted terminal, the information transmitter transmits the operation start reply information to the management server. A safety management system configured to notify the start of an information transmission operation . The management server
Corresponding to the movement information transmitted from the mobile terminal in response to the change of the work position of the route worker, the change means for transmitting the changed work position information to the information transmitter corresponding to the mobile terminal Configured,
The safety management system according to claim 1, wherein the information transmitter is configured to transmit the work position information received from the changing means to an in-vehicle terminal of a nearby train. The management server
Corresponding to the end information transmitted from the mobile terminal in response to the completion of the work by the route worker, it is configured to have an end means for transmitting the work end information to the information transmitter corresponding to the mobile terminal. And
The safety management system according to claim 1 or 2 , wherein the information transmitter is configured to end the information transmission operation on condition that the work end information is received from the end means.   The safety management system according to claim 1, wherein the portable terminal is configured to grasp its own position based on information from a GPS satellite and repeatedly transmit the grasped position information to the management server.