JP6480833B2 - Train approach warning system - Google Patents

Description

  The present invention relates to a train approach warning system that warns workers of the approach of a train.

  Conventionally, in order to avoid accidents such as contact between trains and workers in work performed in close proximity to the business line such as railway construction, the procedure for closing the track is taken to prevent the train from proceeding to the work section doing.

  On the other hand, in simple work such as surveys, the train watchman placed at the work site monitors the approach of the train without closing the track as described above, and when the train approaches, the signal of the train watchman The safety of the workers was ensured by evacuating to a safer place. However, such safety measures depend on the attention of train guards and are not perfect.

  For this reason, a wireless alarm system that detects approach of a train based on train position information detected by a track circuit and sends an alarm to a worker by radio is disclosed (for example, see Patent Document 1).

  However, in the wireless alarm system of Patent Document 1, it is necessary to provide a control station near the boundary of the work section, and to provide a plurality of transmission stations between the control stations, resulting in the installation cost of ground equipment. There was a problem.

  Further, in the wireless alarm system of Patent Document 1, since the position of the train is detected by the track circuit, for example, in the case where the track circuit is a long section, the train is just before the train travels to one end of the track circuit. Since the alarm will continue to be issued until it approaches, there is a problem that the alertness of the worker to the alarm is lowered and the evacuation action is not promptly performed for the alarm.

  For this reason, a GPS (Global Positioning System) device is carried by a worker and the GPS device is mounted on a train, and the approach of the train is determined based on the current position information of the worker and the train detected by each GPS device. A train approach warning system that warns workers is disclosed (for example, see Patent Document 2).

  Further, in the train approach warning system of Patent Document 2, the current position information of the train detected by the GPS device is checked against the station-to-station information of the existing operation management system, and the reliability of the current position information of the train. Has improved.

JP 09-104346 A JP 2003-212121 A

  However, in the train approach warning system of Patent Document 2, the station-to-station information of the existing operation management system does not necessarily synchronize with the train position information detected by the GPS device because of the communication cycle. When the standing line information and the position information of the train do not match each other, there is a problem that the position information of the train cannot be used and the approach of the train between them cannot be determined.

  An object of the present invention is to provide a train approach warning system that reliably issues a warning when a train approaches.

In order to achieve the above object, the present invention provides:
In the train approach warning system that warns workers of train approach,
An in-vehicle device that detects the latitude / longitude information of the train by the latitude / longitude detection unit based on the information acquired by the GPS function mounted on the train and transmits the information by the communication unit;
The latitude / longitude information received from the in-vehicle device is converted into one-dimensional position information, and when the one-dimensional position information and the train track information stored in advance in the storage unit match, transmission information including the one-dimensional position information If there is no match, create transmission information indicating a failure, and a central device that transmits the transmission information by a communication unit,
The latitude and longitude detection unit detects its current position based on the information acquired by the GPS function, calculates the distance from the current position to the train based on the one-dimensional position information received from the central device by the communication unit, With a mobile device that alerts you when it reaches a predetermined distance,
The central device is provided with a predetermined area at a boundary portion where the train presence line information is switched, and in this area, the process of determining the alignment between the one-dimensional position information and the train presence line information is not performed.

  Even if the one-dimensional position information and the train line information do not match in the predetermined area at the boundary part where the line information switches, the one-dimensional position information and the train line information do not match by not performing the process of determining the match between the one-dimensional position information and the train line information It is possible to determine the approach of the train using the one-dimensional position information.

Preferably, when the mobile terminal receives the transmission information indicating the failure, the mobile terminal determines that the system is faulty and notifies it.
If the one-dimensional position information and the train track information do not match the boundary area where the track information is switched outside the predetermined area, it is determined that the system is faulty and the worker can be notified of the system fault. Can be secured.

Preferably, the one-dimensional position information is about a kilometer, and the mobile terminal determines that the traveling direction of the train is a downward direction when the kilometer is continuously increased a predetermined number of times. When the kilometer is continuously decreased a predetermined number of times, it is determined that the traveling direction of the train is the upward direction.
Even when train location information cannot be obtained, the train traveling direction can be grasped, so that a train approach warning can be issued.

Preferably, the central device records the ID of the in-vehicle device and the existing track position information in the existing line, and changes the train number of the train based on the existing track position information when the train number needs to be changed. To.
Since the train location information is recorded, even if there are multiple trains in the station, the train number of the train at a particular location can be changed, and the train number is incorrectly assigned. Can be prevented.

Preferably, the portable terminal includes a display unit and an orientation detection unit that detects the orientation of the device, and switches a position of an alarm to be displayed on the display unit according to the orientation detected by the orientation detection unit. Like that.
Even if the worker changes his / her standing position, the direction of the train approaching is switched as appropriate between the display of the upward warning and the downward warning on the display of the mobile terminal according to the detected direction. Can be grasped intuitively, and the safety of workers can be ensured.

  According to the present invention, the one-dimensional position information and the train line information are not matched by not performing the process of determining the alignment between the one-dimensional position information and the train line information in a predetermined region at the boundary portion where the line information is switched. Even in this case, it is possible to determine the approach of the train using the one-dimensional position information, and it is possible to reliably issue an alarm when the train approaches.

It is a schematic block diagram which shows an example of a structure of the train approach warning system which concerns on this Embodiment. It is a flowchart which shows an example of operation | movement of a vehicle-mounted apparatus. It is a flowchart which shows an example of operation | movement of a central apparatus. It is a flowchart which shows an example of operation | movement of a portable terminal. It is explanatory drawing which shows an example of the display screen of a portable terminal. It is explanatory drawing which shows an example of the operation | movement in the boundary part which train presence line information switches. It is explanatory drawing which shows an example of the operation | movement of a change of a train number.

(Embodiment)
[1. Description of configuration]
Hereinafter, a train approach warning system according to an embodiment of the present invention will be described in detail with reference to the drawings. However, the scope of the invention is not limited to the illustrated examples.

[1-1. Explanation of system configuration]
The configuration of the train approach warning system according to the embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram showing functions of a train approach warning system 100 (hereinafter simply referred to as a system 100) as a block diagram.

  As shown in FIG. 1, the system 100 converts the received latitude and longitude information into one-dimensional position information, and transmits the transmission information and the like in which the one-dimensional position information and the train track information are matched, The position is detected, the distance from the current position to the train is calculated based on the one-dimensional position information received from the central device 1, and a mobile terminal 2 that issues an alarm when a predetermined distance is reached; This is a configuration having an in-vehicle device 3 that detects latitude / longitude information and transmits it to the central device 1.

  In the system 100, the central device 1, the mobile terminal 2, and the in-vehicle device 3 are connected to each other via a communication network N so that they can communicate with each other. Specifically, the communication network N is a telephone network such as the Internet or a telecommunication carrier, a mobile phone communication network, and the like. The central device 1, the mobile terminal 2, and the in-vehicle device 3 are connected to the communication network N by wireless communication. It is connected so that it can communicate.

  The central apparatus 1 stores train line information in advance, converts latitude / longitude information acquired by communication from the in-vehicle apparatus 3 via the communication network N into one-dimensional position information, and stores the one-dimensional position information and the storage unit in advance. If the stored train line information matches, the transmission information such as the one-dimensional position information is created, and if not matched, the transmission information indicating the failure is created, and the transmission information is transmitted to the portable terminal 2 by the communication unit. It is a device to do. Such a central device 1 may be an information device such as a PC (Personal Computer) or WS (Work Station). In addition, the central apparatus 1 provides a predetermined area | region in the boundary part where train existing line information switches, and does not perform the process of the matching judgment of one-dimensional position information and train existing line information in the said area.

  The portable terminal 2 has a size and shape that can be carried by a worker such as a smartphone, a tablet terminal, or a notebook PC, detects its own current position, and uses the one-dimensional position information received from the central device 1 by the communication unit. This is a device that calculates the distance from the current position to the train based on the current position and issues an alarm when the distance is reached. Specifically, such a portable terminal 2 communicates with the central apparatus 1 by connecting to the communication network N using a cellular phone line or the like.

  The in-vehicle device 3 is a device that is mounted on a train, detects the latitude / longitude information of the current train, and transmits it to the central device 1. Specifically, such an in-vehicle device 3 is connected to the communication network N using a mobile phone line or the like and communicates with the central device 1.

[1-2. Description of the configuration of the central device 1]
Next, details of the central device 1 will be described.
The central device 1 includes a control unit 11, an operation input unit 12, a display unit 13, a storage unit 14, and a communication unit 15. In the central device 1, the control unit 11, the operation input unit 12, the display unit 13, the storage unit 14, and the communication unit 15 are connected to each other by an internal bus or the like.

  The controller 11 centrally controls the operation of the central device 1. Specifically, the control unit 11 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. Each unit is controlled in cooperation with the program data stored in the CPU and the CPU.

  The operation input unit 12 receives an operation input from a user and outputs an operation signal corresponding to the operation to the control unit 11. For example, the operation input unit 12 may be a character input key, a numeric input key, a keyboard having keys associated with various functions, a pointing device such as a mouse, and the like.

  The display unit 13 displays an image based on the display control signal output from the control unit 11 on the display screen. For example, the display unit 13 may be a CRT (Cathode Ray Tube), an LCD (Liquid Crystal Display), or the like.

  The storage unit 14 stores data such as program data and various setting data in a readable / writable manner from the control unit 11. For example, the storage unit 14 may be an HDD (Hard Disk Drive), a semiconductor memory, or the like. The storage unit 14 stores train location information, a railway GIS (Geographic Information System), and the like acquired from an existing operation management system in advance.

  The communication unit 15 performs data communication via the communication network N using a predetermined communication protocol under the control of the control unit 11. Specifically, the communication unit 15 is a communication interface having a communication IC and a communication connector.

[1-3. Description of the configuration of the mobile terminal 2]
Next, details of the mobile terminal 2 will be described.
The mobile terminal 2 includes a control unit 21, an operation input unit 22, a display unit 23, a storage unit 24, a communication unit 25, a latitude / longitude detection unit 26, an orientation detection unit 27, and an output unit 28. In the portable terminal 2, the control unit 21, the operation input unit 22, the display unit 23, the storage unit 24, the communication unit 25, the latitude / longitude detection unit 26, the azimuth detection unit 27, and the output unit 28 are connected to each other by an internal bus or the like. The

  The control unit 21 centrally controls the operation of the mobile terminal 2. Specifically, the control unit 21 includes a CPU, a ROM, a RAM, and the like. The program data stored in the ROM or the storage unit 24 developed in the work area of the RAM and each unit are cooperated with the CPU. Take overall control.

  The operation input unit 22 receives an operation input from a user and outputs an operation signal corresponding to the operation input to the control unit 21. For example, the operation input unit 22 may be a touch panel formed integrally with the display unit 23 such as a smartphone or a tablet terminal.

  The display unit 23 displays an image based on the display control signal output from the control unit 21 on the display screen. For example, the display unit 23 may be an LCD, an FPD (Flat Panel Display) using an organic EL (Electro Luminescence) element, or the like. The display unit 23 may be a touch panel formed integrally with the operation input unit 22 such as a smartphone or a tablet terminal.

  The storage unit 24 stores data such as program data and various setting data in a readable / writable manner from the control unit 21. For example, the storage unit 24 may be a semiconductor memory or the like. The storage unit 24 stores data such as railway GIS in advance.

  The communication unit 25 includes an antenna and a communication circuit, and performs wireless communication with an external device under the control of the control unit 21. Specifically, the communication unit 25 may be a wireless communication IC (Integrated Circuit) that performs data communication via the communication network N.

  The latitude / longitude detection unit 26 detects the latitude and longitude of the current position of the mobile terminal 2 by the GPS function and outputs the detected latitude and longitude to the control unit 21. For example, the latitude / longitude detection unit 26 may be a GPS chip that implements a GPS function.

  The direction detection unit 27 detects the direction in which the mobile terminal 2 is facing and outputs the detected direction to the control unit 21. For example, the azimuth detecting unit 27 is a sensor that detects an angle and an angular velocity of an object such as a gyro sensor.

  The output unit 28 outputs an alarm sound under the control of the control unit 21 to make the worker recognize that the alarm has been issued. For example, the output unit 28 is a buzzer that outputs a buzzer sound, a speaker that outputs sound, or the like. The output unit 28 may be a vibrator such as a vibrator that vibrates under the control of the control unit 21.

[1-4. Description of configuration of in-vehicle device 3]
Next, details of the in-vehicle device 3 will be described.
The in-vehicle device 3 includes a control unit 31, a storage unit 32, a communication unit 33, and a latitude / longitude detection unit 34. In the in-vehicle device 3, the control unit 31, the storage unit 32, the communication unit 33, and the latitude / longitude detection unit 34 are connected to each other by an internal bus or the like.

  The control unit 31 centrally controls the operation of the in-vehicle device 3. Specifically, the control unit 31 includes a CPU, a ROM, a RAM, and the like, and each unit is configured in cooperation with the program data stored in the ROM or the storage unit 32 developed in the RAM work area and the CPU. Take overall control.

  The storage unit 32 stores data such as program data and various setting data in a readable / writable manner from the control unit 31. For example, the storage unit 32 may be a semiconductor memory or the like.

  The communication unit 33 includes an antenna and a communication circuit, and performs wireless communication with an external device under the control of the control unit 31. Specifically, the communication unit 33 may be a wireless communication IC that performs data communication via the communication network N.

  The latitude / longitude detection unit 34 detects the latitude and longitude of the current position of the in-vehicle device 3 by the GPS function and outputs the detected latitude and longitude to the control unit 31. For example, the latitude / longitude detection unit 34 may be a GPS chip that implements a GPS function.

[2. Explanation of operation]
A specific operation of the system 100 according to the embodiment of the present invention will be described in detail with reference to FIGS. Hereinafter, for the sake of convenience of explanation, the processes mainly performed by the control unit of the central device 1, the portable terminal 2, and the in-vehicle device 3 are “central device 1”, “mobile terminal 2”, and “in-vehicle device 3”. explain.

[2-1. Description of operation of in-vehicle device 3]
Here, operation | movement of the vehicle-mounted apparatus 3 is demonstrated using the flowchart of FIG.
The in-vehicle device 3 controls the latitude / longitude detection unit 34 to detect the current latitude / longitude information of the installed train (step S21), and transmits the detected latitude / longitude information to the central device 1 (step S22). .

  Finally, the in-vehicle device 3 determines whether or not to end the operation of the train approach warning (step S23). When it is determined that the operation is not ended (step S23: No), the process returns to step S21 and is determined to end. (Step S23: Yes), the process ends.

[2-2. Description of operation of central device 1]
Here, operation | movement of the central apparatus 1 is demonstrated using the flowchart of FIG.
The central device 1 determines whether or not latitude / longitude information has been received from the in-vehicle device 3 (step S31). If it is determined that latitude / longitude information has not been received (step S31: No), the central device 1 proceeds to step S31. Return. On the other hand, when it is determined that the latitude / longitude information has been received (step S31: Yes), the received latitude / longitude information is converted into one-dimensional position information such as kilometer (step S32).

  For example, when converting latitude / longitude information into kilometres, the conversion is performed using railway GIS data stored in the storage unit 14 in advance, specifically, latitude / longitude data for kilometer intervals at intervals of 20 m. That is, based on the received latitude / longitude information, two points closest to the latitude / longitude data of the railroad GIS are specified, and the kilometer information of the point is relatively acquired.

  The central device 1 determines whether or not the converted one-dimensional position information is a predetermined area set in advance at a boundary portion where the train line information is switched (step S33), and determines that it is a predetermined area. If yes (step S33: Yes), the process proceeds to step S36. On the other hand, when it is determined that the region is not a predetermined region (step S33: No), the one-dimensional position information is compared with the train location information (step S34).

  Then, the central device 1 determines whether or not the one-dimensional position information and the train line information match, that is, whether the one-dimensional position information is within the range indicated by the train line information (step S35). Is determined to match (step S35: Yes), transmission information is added to the one-dimensional position information with information such as train speed, train number, current section, delay time, up or down (step S35). S36), the process proceeds to step S38.

  On the other hand, if it is determined that they do not match (step S35: No), transmission information indicating a failure is created (step S37), and the generated transmission information (transmission information such as one-dimensional position information or a transmission indicating a failure) Information) is transmitted to the portable terminal 2 (step S38).

  Finally, the central device 1 determines whether or not to end the operation of the train approach warning (step S39). When it is determined not to end (step S39: No), it returns to step S31 and is determined to end. (Step S39: Yes), the process ends.

[2-3. Description of operation of portable terminal 2]
Here, operation | movement of the portable terminal 2 is demonstrated using the flowchart of FIG.
The portable terminal 2 determines whether or not transmission information has been received from the central apparatus 1 (step S41). If it is determined that transmission information has not been received (step S41: No), the process returns to step S41. On the other hand, when it is determined that the transmission information has been received (step S41: Yes), the received transmission information adds the train speed, train number, current section, delay time, up or down, etc. to the one-dimensional position information. It is determined whether it is information (step S42).

  When the mobile terminal 2 determines that the transmission information is transmission information obtained by adding other information to the one-dimensional position information (step S42: Yes), the mobile terminal 2 detects the current position of the mobile terminal 2 and determines the distance to the train. Is calculated (step S43).

  On the other hand, when it is determined that the transmission information is not transmission information obtained by adding other information to the one-dimensional position information (or transmission information indicating a failure) (step S42: No), it is determined that the system 100 is defective. Then, the operator is notified of the failure of the system 100 (step S44), and the process proceeds to step S47.

  For example, the portable terminal 2 displays information indicating a failure of the system 100 on the display unit 23 to notify the worker that the system 100 is broken. The worker who has grasped the failure of the system 100 immediately secures safety by evacuating.

  Further, the mobile terminal 2 determines whether or not the calculated distance to the train is within a predetermined distance (step S45), and if it is determined that it is not within the predetermined distance (step S45: No) The process proceeds to step S47. On the other hand, if it is determined that the distance is within the predetermined distance (step S45: Yes), an alarm is issued (step S46).

As the predetermined distance, for example, when the distance to the train is 3000 m or less, a warning is issued, and when the distance to the train is 1500 m or less, an alarm is issued.
In addition, when the mobile terminal 2 determines that the train passes and leaves (for example, the calculated distance to the train once becomes zero and then increases), the mobile terminal 2 outputs the alarm that has been issued so far. stop.

  For example, the portable terminal 2 notifies the worker that the train has traveled within a predetermined distance by displaying an alarm on the display screen of the display unit 23. And the worker who grasps the warning of approach of the train ensures safety by evacuating immediately. Moreover, at the time of an alarm, you may sound a buzzer sound etc. by the output part 28 with the display of the alarm on the display screen of the display part 23. FIG.

  Specifically, as shown in FIG. 5, in the upper part of the display screen of the display unit 23 of the mobile terminal 2, the “train number” of the train approaching from the right (upward train) and the left (downward train) of the display screen "," On-line classification "," Delay time "," Speed "," Distance ", etc. are displayed.

  In addition, at the lower part of the display screen of the display unit 23 of the portable terminal 2, two stations (A station to D station) that exist on the left and right sides of the work site and a portion between the stations are displayed as a schematic wiring diagram. Furthermore, the current position of the train is displayed superimposed on the wiring schematic.

  For example, in FIG. 5A, the position of the down line TR51 approaching from the left of the display screen (between station A and station B) is a section sufficiently away from the work site PT (between station B and station C). Therefore, no alarm is displayed on the display screen of the display unit 23.

  On the other hand, for example, in FIG. 5 (b), further approach from the left of the display screen is the position of the down train TR51 (between station B and station C), approaching the work site PT (between station B and station C) When a predetermined distance (for example, 1500 m or less) is reached, an alarm display AL51 for notifying the approach of the train is displayed by setting the train information display in the upper left of the display screen to red (represented by hatching in the drawing). Further, the alarm display AL51 may be blinked so that the worker can easily recognize the alarm display AL51.

  Here, the predetermined area | region preset in the boundary part where the above-mentioned train presence line information switches is demonstrated using FIG. When a train is present at TR61 in the station as shown in FIG. 6, the latitude / longitude information is GP61 indicating the position of TR61, while the train presence information is TI61 (between 10 km0 m to 10 k280 m). Current line).

  When the train travels with TR62 and TR63, the latitude / longitude information changes to GP62 and GP63, but the train line information is TI62 from the TI61 (line between 10 km2 to 10 km280 m) due to the communication cycle. It does not switch immediately to (about 10 km 280 m to 10 k 580 m).

  Therefore, the latitude / longitude information at this time is GP63, and the train line information is still TI61. Therefore, the one-dimensional position information (about kilometer) obtained by converting the latitude / longitude information GP63 is the range of the train line information TI61. It doesn't fit inside and doesn't match. In such a state, when the central apparatus 1 determines matching between the one-dimensional position information and the train line information as in step S35, it is determined that the system 100 is out of order.

  For this reason, at the boundary part where the train line information is switched, for example, the boundary part between the train line information TI61 (the line between 10 km 000 m to 10 k280 m) and the train line information TI 62 (the line between 10 km 280 m to 10 k580 m) The region RG61 (a section of about 10 k280 m to 10 k430 m) is set in advance, and the central device 1 does not determine the match between the one-dimensional position information and the train line information in the region RG61.

  However, since the terminal device 2 calculates the distance to the train using the value obtained by converting the latitude / longitude information GP63 or GP64 in the region RG61 into one-dimensional position information as in step S45, the one-dimensional position in the region RG61 is calculated. Even when the information and the train line information do not match, the terminal device 2 can determine the approach of the train, and can reliably issue an alarm when the train approaches.

  Thereafter, when the train further travels to TR65 and goes out of the region RG61 (a section of about 10k280m to 10k430m), the latitude / longitude information is changed to GP65, and the train track information is also TI62 (about 10k280m). Therefore, the central apparatus 1 can determine whether or not the system 100 has failed by matching the one-dimensional position information with the train existing line information.

  Finally, the mobile terminal 2 determines whether or not to end the operation of the train approach warning (step S47). When it is determined that the operation is not ended (step S47: No), the mobile terminal 2 returns to step S41 and determines that the operation is ended. (Step S47: Yes), the process ends.

  As described above, the in-vehicle device 3 that is mounted on the train and detects and transmits the latitude / longitude information of the train, and the latitude / longitude information received from the in-vehicle device 3 is converted into one-dimensional position information. The central device 1 that transmits transmission information matched with the information, and its own current position are detected, the distance from the current position to the train is calculated based on the one-dimensional position information received from the central device 1, and the predetermined distance is obtained. And the central device 1 provides a predetermined area at the boundary where the train line information is switched, and processing for determining whether the one-dimensional position information and the train line information match in the area. Can be used to determine the approach of the train using the one-dimensional position information even if the one-dimensional position information and the train track information do not match. Alarm Door can be.

  In the description of the embodiment, the one-dimensional latitude / longitude information detected by the in-vehicle device 3 has been converted into position information. However, when converted into kilometer as one-dimensional position information, The traveling direction of the train can be determined.

  That is, it is a down train that the kilometer increases in time series, while a decrease in the kilometer is an ascending train, so the kilometer increased continuously for a predetermined number of times (for example, three consecutive times). In this case, it is determined that the train is traveling in the downward direction, and when the kilometer is continuously decreased a predetermined number of times (for example, three consecutive times), the train is traveling in the upward direction. Can be determined.

  In this case, even if the train track information cannot be acquired (for example, if the train track information cannot be acquired due to an abnormality in the communication system, or if the train track information does not exist in the first place), the traveling direction of the train can be grasped. A warning of approaching trains can be issued.

  In addition, the central device 1 records the ID of the in-vehicle device 3 and the on-line position information in the on-line, and when the central device 1 needs to change the train number, the central device 1 You may make it change a train number.

  For example, as shown in FIG. 7A, when a train TR71 having a train number 101D enters the second line of the station and stays at the station, the train number may be changed. In such a case, the central apparatus 1 records the ID of the in-vehicle apparatus 3 and the existing line position information (second line) in the existing line, and the central apparatus 1 inquires the stored existing line position information to obtain the second line. A new train number 102D can be assigned to the train TR71 that is on the line.

  In this case, since the ID of the in-vehicle device 3 and the train position information of the train are recorded in the central device 1, even if a plurality of trains are present in the station premises, the train at a specific track position Train numbers can be changed, and train number assignment mistakes can be prevented.

  In the description of the embodiment, the upper part of the display screen of the display unit 23 of the mobile terminal 2 includes “train number”, “train number” of trains approaching from the display screen right (up train) and left (down train). Although it has been described that the “tracked line classification”, “delay time”, “speed”, and “distance” are displayed, the direction detection unit 27 detects the direction (azimuth) of the mobile terminal 2 and detects it. The position of the alarm to be displayed on the display unit 23 may be switched according to the direction.

  For example, when the worker changes the orientation by 180 degrees from the state of the display screen shown in FIG. 6, the up direction and the down direction are switched with respect to the display screen. Azimuth) is detected, and the information on the down train is displayed on the upper right of the display screen of the display unit 23 of the mobile terminal 2 and the information on the up train is displayed on the upper left of the display screen.

  In this case, even if the worker changes the standing position, the display of the upward alarm and the display of the downward alarm on the display unit 23 of the mobile terminal 2 is appropriately switched according to the detected direction. The approaching direction can be grasped intuitively, and the safety of the worker's evacuation can be ensured.

  In the description of the embodiment, conversion of latitude / longitude information to one-dimensional position information, determination of whether the latitude / longitude information is a predetermined area set in advance at a boundary portion where the train line information is switched, one-dimensional Whether or not the position information and the train line information are matched is processed by the central apparatus 1, but of course, these processes may be performed by the terminal apparatus 2.

  In the description of the embodiment, it is described that the train line information is stored in advance in the storage unit 14 of the central device 1 from the existing operation management system. The apparatus 1 may acquire train presence line information as appropriate from an existing operation management system via the communication network N.

DESCRIPTION OF SYMBOLS 1 Central apparatus 11 Control part 12 Operation input part 13 Display part 14 Storage part 15 Communication part 2 Portable terminal 21 Control part 22 Operation input part 23 Display part 24 Storage part 25 Communication part 26 Latitude / longitude detection part 27 Direction detection part 28 Output part 3 In-vehicle device 31 Control unit 32 Storage unit 33 Communication unit 34 Latitude / longitude detection unit N Communication network

Claims (5)

In the train approach warning system that warns workers of train approach,
An in-vehicle device that detects the latitude / longitude information of the train by the latitude / longitude detection unit based on the information acquired by the GPS function mounted on the train and transmits the information by the communication unit;
The latitude / longitude information received from the in-vehicle device is converted into one-dimensional position information, and when the one-dimensional position information and the train track information stored in advance in the storage unit match, transmission information including the one-dimensional position information If there is no match, create transmission information indicating a failure, and a central device that transmits the transmission information by a communication unit,
The latitude and longitude detection unit detects its current position based on the information acquired by the GPS function, calculates the distance from the current position to the train based on the one-dimensional position information received from the central device by the communication unit, With a mobile device that alerts you when it reaches a predetermined distance,
The central device is provided with a predetermined area at a boundary portion where the train presence line information is switched, and in this area, the process of determining whether the one-dimensional position information and the train presence line information are consistent is not performed. system.   The train approach warning system according to claim 1, wherein when the mobile terminal receives transmission information indicating the failure, the mobile terminal determines that a failure has occurred in the system and notifies it.   The one-dimensional position information is about a kilometer, and the mobile terminal determines that the traveling direction of the train is a downward direction when the kilometer is continuously increased a predetermined number of times, and the kilometer is predetermined. The train approach warning system according to claim 1, wherein the traveling direction of the train is determined to be an upward direction when the number of trains continuously decreases.   The central device records the ID of the in-vehicle device and the on-line position information in the existing line, and when the train number needs to be changed, the train number of the train is changed based on the on-line position information. The train approach warning system according to any one of Items 1 to 3. The portable terminal includes a display unit and an orientation detection unit that detects the orientation of the device,
The train approach warning system according to any one of claims 1 to 4, wherein a position of an alarm to be displayed on the display unit is switched in accordance with the direction detected by the direction detection unit.

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