Train approach warning device

Abstract

To provide a train approach warning device capable of quickly and accurately determining the approach of a train and issuing a warning.SOLUTION: A train approach warning device 100 determines whether to issue a warning based on the on-rail conditions and route conditions within a determination target section JS (visibility distance PD) for train approach, which is determined according to the location of a worker MW, and a special track circuit section ST that is an accessible section AS that allows a train TR to enter the determination target section JS. The train approach warning device 100 makes it possible to quickly and accurately determine the approach of a train and decide whether to issue a warning based on the on-rail conditions and route conditions not only for the determination target section JS but also for the accessible section AS (special track circuit section ST) connected to it.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a train approach warning device that issues a warning to, for example, track workers when a train is approaching. [Background technology]

[0002] For example, there is known a technique that distinguishes between whether a train is moving or stopped and varies the visibility distance and the warning operation accordingly (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-250684 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-mentioned Patent Document 1 does not take into consideration which track a train will approach on in double-track sections, depots, etc., and an alarm may sound even if, for example, the train changes course before the work site and does not proceed near the work site, which could result in a situation where the alarm sounds but the train does not arrive.

[0005] The present invention has been made in view of the above points, and an object of the present invention is to provide a train approach warning device that can quickly and accurately determine whether a train is approaching and issue a warning. [Means for solving the problem]

[0006] To achieve the above objective, the train approach warning device determines whether to issue an alarm based on the track conditions and route conditions within a section for which a train approach is to be determined, which is determined based on the location of the worker, and an accessible section in which a train can enter the determined section.

[0007] The train approach warning device described above is capable of quickly and accurately determining whether a train is approaching and deciding whether to issue an alarm based on the track conditions and route conditions not only for the section to be judged but also for the accessible sections connected to it.

[0008] In a specific aspect of the present invention, the approach-permitted section is provided with an approach switching point that allows a train to enter the determination section, and an alarm is issued when the approach switching point changes direction to allow the train to enter the determination section. In this case, approach from the approach-permitted section to the determination section can be quickly and accurately determined and an alarm can be issued based on the status of the approach switching point.

[0009] In another aspect of the present invention, the judgment section is provided with an evacuation diverting point that can evacuate a train from the judgment section, and the warning is stopped when the evacuation diverting point changes direction from the judgment section to the side that allows the train to evacuate. In this case, it is possible to quickly and accurately determine that a train is evacuating from the judgment section, and to stop unnecessary warnings.

[0010] In yet another aspect of the present invention, a distance calculation unit is provided that calculates the visibility distance at which a train is deemed to be approaching when a train is present on the route based on information about the location of a worker and route data for the route including the location of the worker, and determines the section to be determined based on the calculated visibility distance. In this case, accurate determination can be made based on the visibility distance calculated by the distance calculation unit.

[0011] In yet another aspect of the present invention, a train location acquisition unit that acquires train location information, a train path acquisition unit that acquires train path information, and a train approach determination unit that determines an approaching train based on the visibility distance, the accessible section, the train location information, and the train path information are provided. In this case, by utilizing the train location acquisition unit, the train path acquisition unit, and the train approach determination unit, it becomes possible to determine an approaching train based on an accurate understanding of the situation regarding the train.

[0012] In yet another aspect of the present invention, a system includes a portable terminal carried by a worker, which acquires information about the worker's location and issues an audible alarm, and a central device that receives the information about the worker's location from the portable device and has a distance calculation unit, a train position acquisition unit, a train path acquisition unit, and a train approach determination unit, wherein the central device transmits a train approach determination result made by the train approach determination unit to the portable device, and the portable device determines whether to issue an alarm based on the train approach determination result made by the train approach determination unit transmitted from the central device. In this case, an audible alarm can be issued at an appropriate time using the portable device carried by the worker based on the determination made by the central device.

[0013] In yet another aspect of the present invention, a portable terminal carried by a worker, which acquires information on the worker's location and issues an audible alarm, and which has a distance calculation unit and a train approach determination unit, and a central device which has a train location acquisition unit and a train path acquisition unit and transmits train location information and train path information, the portable terminal receives the train location information and train path information transmitted from the central device, and determines whether to issue an alarm depending on the result of the train approach determination unit's determination of an approaching train. In this case, the portable terminal carried by the worker can issue an audible alarm at an appropriate timing using the information from the central device. [Brief explanation of the drawings]

[0014] [Figure 1] (A) is a conceptual diagram showing the state of the track on which the train approach warning device of the first embodiment is installed, and (B) is a diagram for explaining the judgment target section (line of sight distance) and the approachable section (special track circuit section). [Figure 2] FIG. 2 is a block diagram showing an example of the configuration of a train approach warning device. [Figure 3] FIG. 2 is a conceptual diagram for explaining functional aspects of the train approach warning device. [Figure 4] FIG. 10 is a conceptual diagram for explaining an example of a method for acquiring train position information. [Figure 5] FIG. 10 is a conceptual diagram for explaining an example of a method for acquiring train route information. [Figure 6] 1A to 1D are conceptual diagrams illustrating examples of planned train routes. [Figure 7] 10 is a flowchart illustrating an example of the operation of the train approach warning device. [Figure 8] FIG. 10 is a block diagram showing an example of the configuration of a train approach warning device according to a second embodiment. [Figure 9] FIG. 2 is a conceptual diagram for explaining functional aspects of the train approach warning device. DETAILED DESCRIPTION OF THE INVENTION

[0015] [First embodiment] An example of a train approach warning device according to a first embodiment will be described below with reference to Fig. 1 etc. Fig. 1(A) is a conceptual diagram showing a state in which the train approach warning device 100 is applied to a certain range of tracks, as a premise for explaining the train approach warning device 100 of this embodiment, and Fig. 1(B) is a diagram for explaining a target section in which a train approach is determined. Fig. 2 is a block diagram showing an example of the configuration of the train approach warning device 100.

[0016] 1(A), the train approach warning device 100 includes a mobile terminal 10 and a central unit 50. The mobile terminal 10 and the central unit 50 are capable of communicating with each other via, for example, a closed line network CN, and sequentially collect information for determining whether a train is approaching and transmit and receive the determination results as needed while maintaining confidentiality.

[0017] The mobile terminal 10 of the train approach warning device 100 is, for example, a tablet terminal or a smartphone, and is carried by the worker MW. Among the various functions installed in the mobile terminal 10, for example, the GNSS function, i.e., the use of a GNSS satellite GS, enables the mobile terminal 10 to measure its own position and acquire information on the location of the worker MW carrying the mobile terminal 10. The mobile terminal 10 also functions as a warning device that issues an audible warning to the worker MW (transmits a warning) by using the built-in speaker or by connecting headphones, etc. That is, when the mobile terminal 10 acquires information on the determination result of an approaching train from, for example, the central device 50, the mobile terminal 10 notifies the worker MW of the approaching train by issuing an alarm based on the information.

[0018] Meanwhile, the central unit 50 of the train approach warning device 100 is composed of, for example, a server, and acquires information on the location of trains TR on the tracks under its jurisdiction and the operating status of various facilities. In particular, various information, such as information on the presence / absence of trains TR for each track circuit 1T, 2T, ... and the status of direction changes (changing directions) at points TM installed at track junctions TP, is collected, for example, at predetermined time intervals. This allows the central unit 50 to constantly grasp the location information of each train TR (train location information) and the scheduled destination information of each train TR (train route information). Furthermore, as described above, the central unit 50 communicates with the mobile terminal 10, and is also constantly aware of the location of the worker MW. Based on the information about the train TR and the information about the worker MW collected as described above, the central unit 50 determines whether a train is approaching, i.e., whether it is necessary to notify the worker MW of this (issue an alarm).

[0019] When making the above-described train approach determination, the section of the track that should be the target for train approach determination varies depending on the location of the worker MW on the track. Here, the section for which train approach determination is determined based on the location of the worker MW is referred to as the determination target section JS. Furthermore, this determination target section JS is determined based on the length (distance) along the track from the location of the worker MW as the base point, and this length (distance) is referred to as the visibility distance PD. In other words, the central device 50 determines that a train TR is approaching on the track within the visibility distance PD and, in principle, outputs a command to the mobile terminal 10 (worker MW) to issue an alarm. An example of how to calculate the visibility distance PD will be described later. As shown in the figure, the determination target section JS is determined to include a range equal to or greater than the visibility distance PD from the worker MW as the base point.

[0020] Furthermore, here, a section where a train TR can enter within the range of visibility distance PD is defined as an accessible section AS, and the accessible section AS is also used to determine whether to issue an alarm. Here, a special track circuit section ST is set as an example of an accessible section AS. The special track circuit section ST refers to a track that includes a point machine TM on a line, and refers to a section where a train TR may enter onto a track where workers are present depending on the orientation of the point machine TM.

[0021] Below, with reference to FIG. 1(B), we will explain the target section JS (corresponding visibility distance PD) and the approachable section AS (special track circuit section ST) that are the target sections for determining train approach. Note that FIG. 1(B) is a diagram of the line-related portion of FIG. 1(A), and the train TR is assumed to travel from left to right on the page. As shown in the figure, three lines LL1 to LL3 exist, and these lines are capable of entering and exiting at a junction TP. That is, the train TR is assumed to be able to change course between lines LL1 to LL3 by changing direction at a point TM installed at the junction TP. Furthermore, in the figure, the sections of each track circuit are indicated as sections 0T, 1T, 2T, ..., and information regarding the presence / absence status (track presence status) of the train TR in each section is assumed to be continuously provided to the central unit 50 shown in FIG. 1(A). Information regarding the change direction (track status) at the point TM is also assumed to be continuously provided to the central unit 50.

[0022] In the illustrated example, the mobile terminal 10 (worker MW) is located in section 0T on line LL2. In this case, the determination target section JS is sections 1T and 2T, which are sections on line LL2 upstream of section 0T. Furthermore, sections 1T and 2T include entry points IP from other lines LL1 and LL3. That is, a train TR located on other lines LL1 and LL3 may enter from the entry point IP. In this embodiment, a section where a train TR can enter the determination target section JS is defined as an accessible section AS (special track circuit section ST). That is, in the illustrated example, section 3T on line LL1 and sections 4T and 5T on line LL3 are the special track circuit sections ST. Note that the above is merely an example, and the determination target section JS and the accessible section AS (special track circuit section ST) are predetermined according to the location of the worker MW (mobile terminal 10). That is, the determination target section JS for each location and the corresponding accessible section AS (special track circuit section ST) are stored in a database in advance.

[0023] Looking at the above from another perspective, each approach-permitted section AS is provided with a point machine TM that allows a train TR to enter the determination section JS. Here, such a point machine TM is referred to as an approach switching point machine AD. In the example shown in the figure, the point machines TM provided at the junction TP in section 3T on line LL1 and section 5T on line LL3 serve as approach switching points AD. In other words, when the approach switching point AD changes direction to allow the train to enter the determination section JS, this triggers an alarm to be issued.

[0024] Conversely to the above, a point machine TM provided at a junction point TP in the judgment target section JS is capable of evacuating a train TR from the judgment target section JS. Here, such a point machine TM is referred to as an evacuation diverting point machine ED. In the illustrated example, the point machine TM provided at the junction point TP in section 1T on line LL2 serves as an evacuation diverting point machine ED. In other words, when the evacuation diverting point machine ED changes direction to the side allowing the train to evacuate from the judgment target section JS, this triggers the termination of the alarm.

[0025] An example of a method for calculating the visibility distance PD will be described below. For example, the visibility distance PD can be calculated using the following formula (1): Visibility distance = Maximum speed on the line × (proximity warning duration + transmission time)…(1) Here, the maximum line speed is the maximum speed (e.g., about 100 km / h) permitted for the train TR in that line section, the approach alarm sounding time is a value (e.g., about 30 seconds) determined based on the number of seconds before the train TR reaches the location of the mobile terminal 10 (worker MW) at which the alarm should start sounding, and the transmission time is a transmission delay time (e.g., about 10 seconds) caused by the processing time of the train position acquisition unit 53 and the train approach determination unit 56, which will be described later with reference to FIG. 2. Note that the visibility distance PD can be determined in meters, for example, with the position of the worker MW as the reference point (origin). Furthermore, the determination target section JS corresponding to the visibility distance PD is assumed to be determined in units of track circuit sections (1T, 2T, ...), for example, and the presence / absence of the train TR is assumed to be detected for each track circuit section.

[0026] In addition to the above, it is also possible to take into account the speed limit of the track. For example, there may be a curve where a point machine TM is installed, so a speed limit lower than the maximum speed for that section of the line may be set. These factors can be taken into account when setting the visibility distance.

[0027] Hereinafter, with reference to the block diagram shown in FIG. 2, a configuration example of the train approach warning device 100 will be described in more detail.

[0028] As shown in the figure, the mobile terminal 10 of the train approach warning device 100 includes a worker position acquisition unit 11, a communication unit (receiving unit) 12, and an alarm unit 13, and acquires, for example, information on the position of the worker MW (worker position information WL). Meanwhile, the central unit 50 includes a calculation processing unit 51, a route database 52, a train position acquisition unit 53, a train path acquisition unit 54, a real-time information transmission unit 55, and a train approach determination unit 56, and makes a determination regarding, for example, an approaching train. Note that the mobile terminal 10 issues an alarm using the alarm unit 13, if necessary, based on the train approach determination result (train approach determination result TA) made by the central unit 50.

[0029] First, in the mobile terminal 10 of the train approach warning device 100, the worker position acquisition unit 11 acquires information on the position of the worker MW (worker position information WL). That is, as described above, by using the GNSS satellite GS, the worker position acquisition unit 11 acquires the worker position information WL and transmits (outputs) the acquired worker position information WL to the central device 50 via the closed line network CN.

[0030] On the other hand, the communication unit (receiving unit) 12 receives the train approach determination result TA from the central device 50.

[0031] In addition, the alarm unit 13 is equipment that issues an alarm (alert) in accordance with the train approach determination result TA received by the communication unit (receiving unit) 12, and is composed of, for example, a speaker built into the mobile terminal 10 or externally connected headphones.

[0032] Next, in the central unit 50 of the train approach warning device 100, the calculation processing unit 51 receives the worker position information WL from the mobile terminal 10 (worker position acquisition unit 11), and also retrieves various line data RD such as track circuit position information related to the worker position information WL from the line database 52, and performs calculations to determine the corresponding determination target section JS (visibility distance PD) and approachable section AS (special track circuit section ST). The calculation results are output to the train approach determination unit 56.

[0033] The route database 52 stores various data relating to the railroad tracks required for the calculation (computation) by the calculation unit 51 as described above.

[0034] The train position acquisition unit 53 acquires train position information TL about trains TR that exist on the target line. There are various possible methods for acquiring the train position information TL, but for example, it is possible to acquire the train position information TL from a train detection device that is a device that checks the presence of trains TR in each section of a track circuit.

[0035] The train path acquisition unit 54 acquires train path information RR for trains TR that exist on the target line. There are various possible methods for acquiring the train path information RR, but for example, it is conceivable to acquire the train path information RR from an interlocking device that controls the operation of points TM.

[0036] The train position information TL and train route information RR are acquired sequentially at a frequency required for approach confirmation, and the acquired information is output to the real-time information transmission unit 55.

[0037] Upon receiving the train position information TL and the train route information RR, the real-time information transmission unit 55 associates these pieces of information in real time and outputs them to the train approach determination unit 56 (transmits the information).

[0038] The train approach determination unit 56 determines whether a train is approaching based on information from the calculation unit 51 and the real-time information transmission unit 55. That is, the train approach determination unit 56 determines whether a train is approaching based on the determination target section JS (line of sight distance PD), the accessible section AS (special track circuit section ST), train position information TL, and train route information RR. The train approach determination result TA by the train approach determination unit 56 is transmitted to the mobile terminal 10 via the closed line network CN, as described above, and is received by the communication unit (receiving unit) 12 of the mobile terminal 10.

[0039] As a result of the above configuration, the train approach warning device 100 determines whether to issue an alarm based on the track conditions and route conditions within the sections JS and AS, for the section JS that is determined based on the location of the worker MW and the accessible section AS where the train TR can enter the section JS that is determined based on the location of the worker MW.

[0040] The configuration of the train approach warning device 100 will be described below from a functional perspective with reference to Fig. 3. The train approach warning device 100 can be summarized from a functional perspective as shown in Fig. 3. In the figure, the distance calculation unit DC is configured mainly with an arithmetic processing unit 51, and calculates the visibility distance PD based on the worker position information WL acquired by the worker position acquisition unit 11 and the line data RD of the line including the location of the worker MW extracted from the line database 52, and determines the judgment target section JS and further the corresponding accessible section AS, i.e., the special track circuit section ST, based on the calculated visibility distance PD.

[0041] In the train approach warning device 100 of this embodiment, the parts enclosed by the dashed lines in Fig. 3 are handled by the mobile terminal 10, and the other parts are handled by the central device 50. In other words, the central device 50 is configured to play a leading role in various processes related to determining the approach of a train.

[0042] Hereinafter, with reference to FIG. 4, a method for acquiring train position information TL in the train position acquisition unit 53 will be described. The example in FIG. 4 shows a mode in which train position information TL is acquired from a train detection device DT. As shown in the figure, the train detection device DT is provided with information on the presence / absence of trains TR for each section 1T, 2T, ... of a track circuit on the track, and detects trains. In this case, the train position acquisition unit 53 can grasp the position of the train TR for each section of the track circuit based on the information from the train detection device DT. As described above, the acquired information is output to the real-time information transmission unit 55. More specifically, the train position acquisition unit 53 transmits the presence / absence information for each track circuit to the real-time information transmission unit 55 as bit information.

[0043] Various modes other than those described above are conceivable for the train position information TL in the train position acquisition unit 53, and various contents of the train position information TL are also conceivable. Specifically, the train position information TL may be as exemplified in the following table (Table 1). [Table 1] That is, in addition to the above-mentioned case where train location information for each track circuit is used as the train position information TL (Method 1), it is also possible to use a GNSS antenna mounted on the train TR to acquire latitude and longitude information and use this information as the train position information TL (Method 2). Other possible methods include using train passing information from a ground coil installed on the track as the train position information TL (Method 3), using kilometer distance information acquired by a speed generator mounted on the train TR as the train position information TL (Method 4), using check-in / check-out information obtained by axle detection or loop as the train position information TL (Method 5), and using a system such as Communications-Based Train Control (CTBT) where a radio is installed along the track, i.e., on the ground, and a receiver and a speed generator are installed on the train TR, i.e., on board the train, and using the information received by the receiver and travel distance information generated by the speed generator to generate moving block information as the train position information TL (Method 6). It is possible to use each of these methods individually, or to combine multiple methods.

[0044] A method for acquiring the train path information RR in the train path acquisition unit 54 will be described below with reference to FIG. 5. The example in FIG. 5 shows a mode in which the train path information RR is acquired from an interlocking device IL that controls the operation of points TM installed in various parts. That is, the train path acquisition unit 54 acquires the train path information RR by receiving (providing) from the interlocking device IL information that enables route confirmation, such as information on whether the point TM is in the normal position or the reverse position, such as a control command for the point TM in the interlocking device IL or a reply signal sent back to the interlocking device IL by the point TM to inform that it has operated in accordance with the command. Note that the acquired information is output to the real-time information transmission unit 55, as described above. More specifically, the train path acquisition unit 54 transmits the turning direction information of the point TM received from the interlocking device IL to the real-time information transmission unit 55 as bit information.

[0045] Various other forms of train path information RR in the train path acquisition unit 54 are envisioned in addition to those described above, and various contents of the train path information RR are also conceivable. For example, it is conceivable to use the methods (information acquisition methods) exemplified in the table below (Table 2) as train path information RR by appropriately combining them as needed. [Table 2]

[0046] First, as in the case of acquiring the train position information TL described above, it is possible to acquire train location information for each track circuit (method 1), acquire information on the switching direction of the point TM shown with reference to Fig. 5 (method 2), or, in the example shown in Fig. 5, acquire route lock information by the interlocking device IL (method 3). Alternatively, if a traffic management device is present, it is possible to communicate with the traffic management device and acquire the timetable information held by the traffic management device (method 4). In addition, for example, if the train TR itself has route information, it is possible to communicate with the train TR and acquire the route information (method 5).

[0047] Below, with reference to Figures 6(A) to 6(D), several patterns of planned routes of train TR that can be determined from the train position information TL and train route information RR are illustrated. For example, in the example of Figure 6(A), as indicated by the arrow AA, the turning direction of the point machine TM (approach switching point machine AD) installed in the special track circuit section ST where train TR is located is set to the direction of entering the range of the visibility distance PD, i.e., toward the location of the worker MW. Note that hereinafter, as shown in Figure 6(A) and other figures, the turning direction of the point machine TM toward the location of the worker MW is referred to as the turning direction A. Also, as shown in each figure, each point machine TM may or may not be in the turning direction A. For example, as shown in Figure 6(A), when it is detected that the train is in the turning direction A, the train approach warning device 100 performs operation processing of each component to sound an alarm.

[0048] On the other hand, as shown in the example of Fig. 6(B), when the train TR is located in the special track circuit section ST and the course is not in the turning direction A as indicated by the arrow BB, the train approach warning device 100 does not sound an alarm even if the train TR is located in the special track circuit section ST. This makes it possible to avoid issuing unnecessary alarms while monitoring the presence of the train in the special track circuit section ST.

[0049] In addition, for a point machine TM (evacuation switching point machine ED) present within the range of visibility distance PD, an alarm is issued (continued) if the point machine is maintained in the switching direction A, as shown by the arrow CC in the example of Fig. 6(C), but the alarm is stopped if the point machine deviates from the switching direction A, as shown by the arrow DD in the example of Fig. 6(D). This makes it possible to avoid issuing unnecessary alarms while monitoring the presence of trains within the range of visibility distance PD.

[0050] An example of the operation of the train approach warning device 100 (operation of determining approaching trains) will be described below with reference to the flowchart shown in FIG.

[0051] As a prerequisite for performing the train approach judgment operation, it is assumed that the train approach warning device 100 has detected the location of the mobile terminal 10 (worker MW) described above and set the section of visibility distance PD and special track circuit section ST determined accordingly.

[0052] In this case, the central unit 50 of the train approach warning device 100 first checks whether a train TR is present on the line within the section of visibility distance PD (step S101), and if the presence of the train is confirmed (step S101: Yes), sounds an alarm (step S102).

[0053] On the other hand, in step S101, if the presence of a train TR within the section of visibility distance PD is not confirmed (step S101: No), the central device 50 further checks whether a train TR is present on the special track circuit section ST and whether the point machine TM (approach switching point machine AD) installed in that section is facing the switching direction A (step S103).

[0054] In step S103, if confirmation is not made (step S103: No), that is, if it is determined that the worker MW (mobile terminal 10) will not be heading to the location where the worker MW is located, as illustrated in FIG. 6(B), the process returns to step S101 and the above operations are repeated.

[0055] On the other hand, if confirmation is made in step S103 (step S103: Yes), that is, if it is determined that the worker MW (mobile terminal 10) is heading toward his / her location, as illustrated in FIG. 6(A), an alarm is sounded (step S102).

[0056] When the alarm operation in step S102 is started, the central device 50 then checks whether the point TM (evacuation switching point ED) installed within the section of visibility distance PD is in the switching direction A (step S104).

[0057] If confirmation is made in step S104 (step S104: Yes), that is, if the state in which the turning direction A is maintained at the point TM (evacuation turning point ED) as illustrated in FIG. 6(D), the central device 50 confirms whether the train TR has passed the location of the worker MW (portable terminal 10) (step S105).

[0058] In step S105, if passage is not confirmed (step S105: No), the central device 50 continues to sound the alarm (step S102).

[0059] On the other hand, if the passage is confirmed in step S105 (step S105: Yes), the central device 50 stops the alarm (step S106) and returns to the operation from step S101 to determine whether the next train is approaching.

[0060] In addition, if no confirmation is made in step S104 (step S104: No), that is, if it is determined that the point TM (evacuation switching point ED) installed within the section of line-of-sight distance PD is not in the switching direction A and is not heading toward the location of the worker MW (portable terminal 10), as illustrated in FIG. 6(D), the alarm is stopped and the worker MW (portable terminal 10) is notified that the train TR has changed course, gone outside the line-of-sight distance range, and the alarm has been stopped (step S107), and the operation returns to step S101.

[0061] As described above, the train approach warning device 100 of this embodiment determines whether to issue a warning based on the track presence status and route conditions within the section JS (visibility distance PD) for determining train approach, which is determined depending on the location of the worker MW, and the special track circuit section ST as an accessible section AS that allows the train TR to enter the determination section JS. The train approach warning device 100 can quickly and accurately determine whether to issue a warning based on the track presence status and route conditions not only for the determination section JS but also for the accessible section AS (special track circuit section ST) connected to it.

[0062] Second Embodiment An example of a train approach warning device according to the second embodiment will be described below with reference to FIG. 8 and other figures. This embodiment is a modified example of the train approach warning device 100 according to the first embodiment, and differs from the first embodiment in that a mobile terminal 10, which is a tablet terminal, plays a primary role in determining the approach of a train. This differs from the first embodiment in which the central unit 50 plays a primary role. More specifically, in the first embodiment, the central unit 50 receives information about the location of the worker MW from the mobile terminal 10 and includes a distance calculation unit DC, a train position acquisition unit 53, a train path acquisition unit 54, and a train approach determination unit 56. The central unit 50 transmits the train approach determination result of the train approach determination unit 56 to the mobile terminal 10. Meanwhile, the mobile terminal 10 determines whether to issue a warning based on the train approach determination result of the train approach determination unit 56 transmitted from the central unit 50. In contrast to this, in this embodiment, the central device 50 is not the main subject, but the mobile terminal 10 is the main subject, but apart from this point, it is the same as the first embodiment, so for example, with regard to the configuration of each part, if necessary, reference will be made to the matters explained in the first embodiment, and detailed explanations of each configuration will be omitted.

[0063] Fig. 8 is a block diagram showing an example of the configuration of the train approach warning device 100 of this embodiment, and corresponds to Fig. 2. Fig. 9 is a conceptual diagram for explaining the functional aspects of the train approach warning device 100, and corresponds to Fig. 3.

[0064] As shown in Fig. 8, and as is clear from a comparison between Fig. 2 and Fig. 8, in this embodiment, of the train approach warning device 100, the mobile terminal 10 has a calculation processing unit 51, a route database 52, and a train approach determination unit 56 in addition to the worker position acquisition unit 11, the communication unit (receiving unit) 12, and the warning unit 13, while the central device 50 is configured to have a train position acquisition unit 53, a train path acquisition unit 54, and a real-time information transmission unit 55. In this case, from a functional perspective, as shown in Fig. 9, and as is clear from a comparison between Fig. 3 and Fig. 9, in this embodiment, the mobile terminal 10 has a distance calculation unit DC and a train approach determination unit 56.

[0065] The train approach determination operation of the train approach warning device 100 of this embodiment will be briefly described below. In the above configuration, the mobile terminal 10 acquires the worker position information WL and also imports the line data RD to calculate the line visibility distance PD and the special track circuit section ST. Meanwhile, the train position information TL and the train path information RR are acquired and transmitted by the train position acquisition unit 53, the train path acquisition unit 54, and the real-time information transmission unit 55 of the central device 50, and are received by the communication unit (receiving unit) 12 of the mobile terminal 10 via the closed network CN. The train approach determination unit 56 of the mobile terminal 10 then determines whether a train is approaching based on the calculated line visibility distance PD and the special track circuit section ST and the train position information TL and the train path information RR from the central device 50. That is, a train approach determination result TA is output. The warning unit 13 issues a warning as necessary based on the train approach determination result TA obtained by the train approach determination unit 56.

[0066] Regarding the above-mentioned operations, various modes of transmission from the central device 50 are envisaged. For example, the central device 50 may transmit train position information TL and train route information RR for all lines, including those under its jurisdiction, and the mobile terminal 10 may receive the necessary information. Alternatively, for example, the necessary information may be set in advance in the mobile terminal 10, and the central device 50 may be instructed to transmit the set information.

[0067] As described above, the train approach warning device 100 of this embodiment can also quickly and accurately determine whether to issue a train approach and decide whether to issue a warning based on the track status and route status not only of the judgment target section JS but also of the accessible section AS (special track circuit section ST) connected to it. In particular, in this embodiment, the mobile terminal 10 receives the train position information TL and train route information RR transmitted from the central device 50 and decides whether to issue a warning based on the train approach determination result of the train approach determination unit 56. In this case, the information from the central device 50 can be used to issue a warning sound at the mobile terminal 10 carried by the worker MW at an appropriate timing.

[0068] 〔others〕 The present invention is not limited to the above-described embodiments, and can be embodied in various forms without departing from the spirit of the present invention. Furthermore, the above-described embodiments are merely examples, and can be appropriately modified or combined within the scope of not causing any contradictions.

[0069] First, in the above embodiment, latitude and longitude information is obtained using GNSS satellites GS to acquire worker position information WL, but this is not limited to this and various types of position information can be acquired. For example, the worker MW may set the latitude and longitude that indicates his or her own position.

[0070] Furthermore, the timing of stopping the alarm can be varied as long as the safety of the worker MW is ensured. For example, it is possible to configure the alarm so that the worker MW can stop the alarm himself at an appropriate time.

[0071] Furthermore, the inventions shown in the above embodiments are not limited to trains, but can also be applied to various transportation systems such as BRT, LRT, or monorail, which are configured with rolling stock.

[0072] In addition, in the above, the case where the special track circuit section ST is used as an example of the accessible section AS has been described, but the accessible section AS is not limited to this and can be set appropriately depending on the type and condition of various tracks, for example, when it includes tracks other than normal operating lines (such as tracks leading to a depot) or when it targets sections that can be changed based on moving block information in the CTBT. [Explanation of symbols]

[0073] 1T, 2T, 3T, 4T, 5T...section, 10...mobile terminal, 11...worker position acquisition unit, 12...communication unit (receiving unit), 13...alarm unit, 50...central device, 51...arithmetic processing unit, 52...route database, 53...train position acquisition unit, 54...train route acquisition unit, 55...real-time information transmission unit, 56...train approach determination unit, 100...train approach warning device, A...switching direction, AA...arrow, AD...approach switching point, AS...allowed approach section, BB...arrow, CC...arrow, CN...closed circuit network, DC... Distance calculation unit, DD...arrow, DT...train detection device, ED...evacuation switching point, GS...GNSS satellite, IL...interlocking device, IP...entry point, JS...determination target section, LL1~LL3...line, MW...worker, PD...visibility distance, RD...type line data, RD...line data, RR...train route information, ST...special track circuit section, TA...determination result (train approach determination result, TA...train approach determination result, TL...train position information, TM...point, TP...junction point, TR...train, WL...worker position information

Claims

1. A train approach warning device that determines whether to issue an alarm based on the track conditions and route conditions within a section that is determined based on the location of a worker and the section that is accessible and allows a train to enter the section that is determined based on the location of a worker.

2. 2. The train approach warning device according to claim 1, wherein an approach switching point that allows a train to enter the determination target section is provided in the approach-enabled section, and an alarm is issued when the approach switching point changes direction to a side that allows the train to enter the determination target section.

3. 2. The train approach warning device according to claim 1, wherein the target section is provided with an evacuation diverting point capable of evacuating a train from the target section, and the warning is stopped when the evacuation diverting point changes direction from the target section to a side allowing the train to evacuate.

4. 2. The train approach warning device according to claim 1, further comprising a distance calculation unit that calculates the visibility distance at which a train is deemed to be approaching when a train is on the route based on information on the location of the worker and route data for the route including the location of the worker, and determines the section to be judged based on the calculated visibility distance.

5. a train position acquisition unit that acquires train position information; a train route acquisition unit that acquires train route information; a train approach determination unit that determines an approach of a train based on the line of sight distance, the accessible section, the train position information, and the train route information; The train approach warning device according to claim 4, comprising:

6. a mobile terminal carried by the worker, which acquires information on the worker's location and emits an alarm; a central device that receives information on the location of the worker from the mobile terminal and has the distance calculation unit, the train position acquisition unit, the train path acquisition unit, and the train approach determination unit; Equipped with the central device transmits a train approach determination result made by the train approach determination unit to the mobile terminal; 6. The train approach warning device according to claim 5, wherein the mobile terminal determines whether to issue a warning depending on a train approach determination result made by the train approach determination unit and transmitted from the central device.

7. a mobile terminal carried by the worker, which acquires information on the worker's location and issues an alarm, and which includes the distance calculation unit and the train approach determination unit; a central device having the train position acquisition unit and the train route acquisition unit, and transmitting the train position information and the train route information; Equipped with 6. The train approach warning device according to claim 5, wherein the mobile terminal receives the train position information and the train route information transmitted from the central device, and determines whether to issue an alarm depending on the train approach determination result of the train approach determination unit.

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