Train approach alert system

Abstract

To provide a train approach alert system that reliably communicates the approach of trains to workers with a simple configuration.SOLUTION: A train approach alert system 100 comprises: a train-side terminal 10 loaded onto a train TR and emitting an approach alert indicating the train's approach to a work section WS; and a portable terminal 30 held by a worker MW present in the work section WS and receiving the approach alert from the train-side terminal 10. In the train approach alert system 100, by receiving the approach alert indicating the train's approach to the work section WS, emitted from the train-side terminal 10, on the portable terminal 30 held by the worker MW present in the work section WS, the train's approach can be reliably communicated to the worker MW with a simple configuration.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] For example, a system is known in which track circuit information is transmitted from a transmitting station installed along the line to notify workers along the line of an approaching train (see Patent Document 1). Another system is known in which a central device determines whether an approaching train will enter a section where work is being performed by incorporating GPS information from workers and an operation management device (see Patent Document 2). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-210868 [Patent Document 2] Japanese Patent Application Publication No. 2017-47741 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the case of Patent Document 1, for example, it is necessary to install new transmitters along the track that are necessary for transmitting to the mobile terminals carried by workers, and there is also a possibility that the alarms from transmitters installed on the ground cannot cover all locations on the track. Also, in the case of Patent Document 2, for example, if there are sections where GPS cannot be used, it may be necessary to make a judgment using a different method.

[0005] The present invention has been made in consideration of the above-mentioned points, and has an object to provide a train approach warning system that can reliably notify workers of an approaching train with a simple configuration. [Means for solving the problem]

[0006] The train approach warning system for achieving the above-mentioned objectives comprises a train-side terminal that is mounted on a train and issues an approach warning indicating approach to a work section, and a portable terminal that is carried by a worker in the work section and receives the approach warning from the train-side terminal.

[0007] In the above-mentioned train approach warning system, an approach warning indicating approach to the work section is issued from a terminal on the train and is received by a mobile terminal carried by a worker present in the work section, thereby enabling the approach of a train to be reliably communicated to the worker with a simple configuration.

[0008] In a specific aspect of the present invention, a central device is provided that communicates with a train-side terminal, generates a proximity warning based on the content of the communication, and transmits the generated proximity warning to the train-side terminal. In this case, the proximity warning generated by the central device can be transmitted to an operator via the train-side terminal.

[0009] In another aspect of the present invention, the central device grasps the train running conditions from communication with the train-side terminal, and determines whether to issue an approach warning based on the grasped train running conditions and the work section. In this case, the approach warning is issued after an accurate judgment of whether it is necessary or not is made based on the train running conditions and the train running conditions based on communication with the train-side terminal.

[0010] In yet another aspect of the present invention, the central device is a CBTC control device that manages traffic through multiplex communication with train-side terminals, and the approach warning is added to the multiplex communication information. In this case, it is possible to transmit the approach warning using information communication in CBTC control.

[0011] In yet another aspect of the present invention, the train-side terminal issues an approach alarm with directionality in the direction of train travel. In this case, the approach alarm is issued with directionality in the direction from the approaching train to the worker in the work section, ensuring reliable reception by the mobile terminal. [Brief explanation of the drawings]

[0012] [Figure 1]1 is a conceptual diagram illustrating a configuration example of a train approach warning system according to an embodiment. [Figure 2] 1A and 1B are diagrams illustrating an example of an outline of communication in a train approach warning system. [Figure 3] 1 is a block diagram showing an example of the configuration of a train approach warning system. [Figure 4] 10A and 10B are diagrams conceptually illustrating an example of the content of data transmitted and received under CBTC control. [Figure 5] FIG. 1 is a conceptual diagram for explaining the relationship between the directivity of radio waves and the communication environment. [Figure 6] 10 is a flowchart illustrating an example of the operation of the train approach warning system. DETAILED DESCRIPTION OF THE INVENTION

[0013] An example of a train approach warning system according to an embodiment will be described below with reference to FIG. 1 and other figures. FIG. 1 is a conceptual diagram showing an example configuration of a train approach warning system 100 according to this embodiment. As shown in the figure, the train approach warning system 100 is a system that issues a warning to workers MW present in a work section WS, such as a track construction site or maintenance / inspection location, to notify them of the approach of a train TR. The system includes a train-side terminal 10 mounted on the train TR, a portable terminal 30 carried by the worker MW, and a central unit 50, which is a ground-side facility for understanding the train's running status. In particular, in this embodiment, the train-side terminal 10 issues an approach warning indicating the approach of the work section WS, and the portable terminal 30 receives the approach warning, thereby transmitting the approach warning to the worker MW.

[0014] As mentioned above, the train-side terminal 10 is a communication device mounted on a train TR that may be subject to monitoring when notifying workers MW of its approach, and communicates (sends and receives information) with a central unit 50 located on the ground to obtain information about the train running status, i.e., the position and speed of the train TR on which the train-side terminal 10 itself is mounted, from the central unit 50, which is in a position to grasp and manage this information. In order to obtain the train running status from the ground, the train-side terminal 10 receives the information from the central unit 50 and transmits a response signal to the central unit 50 to confirm that the information has been received.

[0015] The mobile terminal 30 is carried by the worker MW and is composed of a receiver that receives radio waves and an alarm that issues a warning by voice, display, etc. in response to the received signal. In this example, the mobile terminal 30 is capable of receiving signals transmitted from the train-side terminal 10, and in particular is capable of receiving the response signal or a part of the response signal from the train-side terminal 10 to the central device 50. When the receiver of the mobile terminal 30 receives a signal from the train-side terminal 10, the alarm issues an alarm to that effect. The mobile terminal 30 can be composed of various devices that can constitute the receiver and alarm that perform the above-mentioned operations. In addition to being composed of a dedicated terminal, it may also be composed by installing an app on a tablet terminal, smartphone, etc., for example.

[0016] As described above, the central unit 50 is a facility for grasping operational conditions, including the running status of the train TR, and for performing overall management of operation. Here, the central unit 50 includes at least a central communication system TS for communicating with the train-side terminals 10, and a central control unit 50A for managing various information and making decisions based on information from the central communication system TS and various other information. In other words, here, the central control unit 50A constitutes the main part of the central unit 50 that performs operation management. The central unit 50 or the central control unit 50A can grasp the running status of the train TR, such as the current position and running speed of the train TR, through the transmission and reception of information between the central communication system TS and the train-side terminals 10.

[0017] As one method for understanding the train running status based on the communication between the ground side and the onboard side as described above, a wireless system using Communications-Based Train Control (CBTC) is used here as an example. That is, the central unit 50 is a CBTC control device that performs operation management through multiplex communication with the train-side terminals 10. This embodiment will be described later with reference to FIG. 2.

[0018] Furthermore, the central device 50 also manages information about the workers MW present in the work zone WS. For example, as a prerequisite for the workers MW to perform work, the central device 50 (central control unit 50A) has knowledge of information such as which worker MW is scheduled to work in which work zone WS, when, that is, information about the location of the mobile terminal 30 carried by the worker MW. To achieve this, it is assumed that, for example, information about the location of the mobile terminal 30 is registered in advance in the central device 50 (central control unit 50A).

[0019] As described above, the central device 50 is able to accurately determine whether or not to issue an approach warning by understanding the positional relationship between both the train TR side and the worker MW side. In this embodiment, as described above, wireless communication is performed between the central device 50 and the train-side terminal 10, and the mobile terminal 30 carried by the worker MW receives at least a portion of the communication content handled during the communication from the train side, making it possible to receive the necessary approach warning.

[0020] To explain the above aspect in more detail, first, information is transmitted and received between the train side terminal 10 and the central unit 50 using the CBTC method between the train side terminal 10 and the central communication system TS, and based on the content obtained in this communication, necessary calculation processing etc. is performed on the central unit 50 side, i.e., on the ground side, making it possible to obtain (calculate) information on the train running conditions such as the position and speed of the train TR.

[0021] The central device 50 transmits the acquired information on the train running conditions to the train-side terminal 10, i.e., to the on-board side. By receiving this information, the train-side terminal 10, i.e., the on-board side, can grasp its own position and speed. In addition, the train-side terminal 10 returns a response signal in response to the reception of the information to the ground side, i.e., the central device 50 (central control unit 50A). Typically, the response signal would return the received information as is.

[0022] Assuming that the above-described communication is performed between the central device 50 (central control unit 50A) and the train-side terminal 10, in this embodiment, the mobile terminal 30 is capable of receiving all or part of the information transmitted from the train-side terminal 10 to the central device 50, i.e., the response signal, as described above. In other words, the mobile terminal 30 is capable of receiving (obtaining) information from the train TR (train-side terminal 10).

[0023] Furthermore, the central unit 50 (central control unit 50A) has information that enables it to determine, from the acquired train running status information, whether the train TR equipped with the train-side terminal 10 is approaching the location of the mobile terminal 30, i.e., the location of the worker MW carrying the mobile terminal 30. Therefore, in this embodiment, when the train TR approaches a specific mobile terminal 30 (worker MW) to a certain extent, the central unit 50 (central control unit 50A) adds approach warning information indicating an approaching train to the train running status information communicated between the train-side terminal 10 and the central unit 50 in the normal traffic control described above, and exchanges information. Here, the response signal transmitted from the train-side terminal 10 after the central unit 50 (central control unit 50A) transmits the train running status information to the train running status information and then adds the approach warning information to the response signal. This allows the mobile terminal 30 to acquire the approach warning information by receiving the response signal or a part of it.

[0024] An example of an overview of communications in the train approach warning system 100 will be described below with reference to Fig. 2. Fig. 2(A) is a conceptual diagram showing the CBTC control system composed of a train-side terminal 10 and a central unit 50, and the state in which the central unit 50 receives location information from a mobile terminal 30 (worker MW), and shows the situation before the arrival of a train TR. Fig. 2(B) is a conceptual diagram showing the situation from the identification of the position of a train TR using the CBTC control system to the reception of an approach warning at a mobile terminal 30, showing the situation in which a train TR is approaching.

[0025] 2(A), the central communication system TS of the central device 50 is composed of a station radio set (SRS) SR that is preferentially connected to a central control unit 50A, which is the main body of the central device 50, and a plurality of wayside radio sets (WRS) WR1, WR2, ... that are arranged along the track and communicate wirelessly with the station radio SR. In other words, the station radio SR and the wayside radio sets WR1, WR2, ... serve as ground radios in the CBTC control system.

[0026] Each wayside radio WR1, WR2, ... is placed at intervals V of, for example, about 300 m along the track, and relays communications between the base radio SR and the on-board side. The base radio SR receives information about the status of communications with the on-board side via the wayside radios WR1, WR2, ..., and outputs the received results to the central control unit 50A. The central control unit 50A calculates various numerical values ​​indicating the train running status based on various information about the on-board side received from the base radio SR and information obtainable on the ground side (for example, information obtained from ground coils, ATC, etc.).

[0027] Furthermore, the central control unit 50A also receives the location information of the worker MW from the mobile terminal 30, as shown in the figure and as described above.

[0028] An example of an operating situation when a train TR is approaching will be described below with reference to FIG. 2(B). First, in the illustrated case, a train TR traveling in the direction α along the track is equipped with a train-side terminal 10. Furthermore, in order to build a CBTC control system through cooperation between the onboard side, i.e., the train TR side, and the ground side, i.e., the central unit 50 side, the train-side terminal 10 is configured with an onboard radio (VRS: Vehicle Radio Set) VR, and corresponds to the ground-side station radio SR and wayside radios WR1, WR2, ..., i.e., the ground radios. In this case, the onboard radio VR as the train-side terminal 10 equipped on the train TR communicates with the station radio SR via the wayside radios WR1, WR2, .... For example, as shown in the figure, if the train TR, i.e., the train-side terminal 10 (on-board radio VR), is located between the wayside radio WR3 and the wayside radio WR4, the on-board radio VR communicates with both the wayside radio WR3 and the wayside radio WR4 (communicating with the two wayside radios WR3 and WR4 located before and after it). Under this condition, the wayside radios WR3 and WR4 each transmit the results of their communication with the on-board radio VR to the base radio SR. The central control unit 50A calculates the position information of the train TR from the propagation time between the wayside radios WR3 and WR4 and the on-board radio VR. This communication is performed whenever necessary, making it possible to grasp even changes in the position of the train TR. The train running status, which is the result of calculation including these, is transmitted from the ground side, i.e., the central device 50 side, to the on-board side, i.e., the train TR side. Furthermore, a response signal to this transmission is transmitted from the train-side terminal 10 (on-board radio VR) of the train TR.

[0029] When calculating the train running conditions, position correction may be performed using, for example, the results of detection by a ground coil on the ground side or the results of measurement by a tachometer generator on the train side, if necessary. In this case, it is possible to provide position information with higher accuracy.

[0030] Here, the central control unit 50A compares the train running status of the train TR calculated as described above with the position information of the mobile terminal 30 (worker MW) it has grasped, i.e., the work section WS where the worker MW is located, and determines whether to add warning signal information as approach information to the train running status information. For example, if the situation in which the train TR is located between the wayside radio WR3 and the wayside radio WR4 should be considered to be sufficiently close to the work section WS, the train running status information to which the approach information (warning signal) has been added is exchanged between the train-side terminal 10 (on-board radio VR) and the wayside radios WR3 and WR4. As a result, the approach information (warning signal) transmitted from the train-side terminal 10 (on-board radio VR) is received by the mobile terminal 30 located in the work section WS, and the mobile terminal 30 starts a warning operation in response to the warning signal.

[0031] In the above case, the propagation distance for transmission from the train-side terminal 10 (on-board radio VR) is based on the assumption that communication under CBTC control, i.e., communication between the on-board radio VR and the wayside radios WR1, WR2, ... is maintained, and as explained with reference to Figure 2(A), since the wayside radio WR1 is spaced apart at an interval V (approximately 300 m), it is expected to be, for example, from 600 m to 1 km or more, ensuring a sufficient distance for the timing of transmitting a warning signal.

[0032] As described above, in the central device 50, the central control unit 50A, which is the main body, grasps the train running conditions from communication with the train-side terminal 10, and determines whether or not to generate an approach warning (warning signal) based on the grasped train running conditions and the work section WS.

[0033] An example of the configuration of the train approach warning system 100 for performing the above-mentioned operations will be described below with reference to the block diagram shown in Fig. 3. Here, the configuration of the central control unit 50A will be mainly described.

[0034] As shown in the figure, the central control unit 50A is composed of a CPU for performing various arithmetic processing as described above, a storage device for storing various data, or various circuit elements, and for example, has a train data management unit 51t, a worker data management unit 51w, a position data matching unit 52, a position determination unit 53, and a communication information management unit 54, or is composed of programs that function as these.

[0035] The train data management unit 51t stores various data relating to the position, speed, etc. of the train TR, that is, information on the train running status, and performs various processes such as rewriting data as necessary.

[0036] The worker data management unit 51w stores various data regarding the location information of the mobile terminal 30 (worker MW), i.e., information such as which work section WS the worker MW is in and from what time, and performs various processes such as rewriting data as necessary.

[0037] The train data management unit 51t and the worker data management unit 51w are provided in a database DB that stores and manages various data.

[0038] The position data collating unit 52 collates various information (data) stored in the train data management unit 51t and the worker data management unit 51w as necessary. More specifically, it calls and collates position data to confirm whether a train TR is approaching a worker MW.

[0039] The position determination unit 53 determines, based on the result of the position matching performed by the position data matching unit 52, whether or not approach information (warning signal) should be added to the information on the train running conditions.

[0040] The communication information management unit 54 adds, deletes, or changes approach information (warning signals) to information on train running conditions, which is information between on-board and ground stations that is exchanged as communication data under normal CBTC control, depending on the judgment results of the position judgment unit 53.

[0041] Figure 4(A) is a frame format diagram conceptually illustrating an example of the content of data transmitted and received as communication data under normal CBTC control, and illustrates communication data from the train-side terminal 10 (on-board) to the central unit 50 (groundside). As shown in the figure, the communication data in this case is composed of preamble data, etc., and the application data portion stores data corresponding to information about the train's running status, with the entire data shown in Figure 4(A) being information for terrestrial radio. Note that the portion containing the application data may be encrypted as necessary, for example.

[0042] In contrast, FIG. 4(B) is a frame format diagram conceptually illustrating an example of the content of data transmitted and received when approach information (warning signal) is added. In this case, in addition to what is shown in FIG. 4(A), approach information (warning signal) is added as information for personnel. That is, the central unit 50, which is a CBTC control device, adds an approach warning (warning signal) to the multiplexed communication information when performing traffic management through multiplex communication with train-side terminals. In the illustrated example, data can be created quickly simply by adding approach information (warning signal) to normal communication data. Note that the information for personnel may not be encrypted, for example, to reduce the creation load.

[0043] Returning to FIG. 3, the transmission and reception of communication data under the CBTC control described above is performed between the central communication system TS of the central device 50 and the on-board radio VR serving as the train-side terminal 10.

[0044] The mobile terminal 30 has a train approaching information receiving unit (receiver) 31 composed of a receiving antenna and the like, and an alarm unit (alarm) 32 that generates an alarm, i.e., issues a warning, in response to the results of reception by the train approaching information receiving unit 31. The train approaching information receiving unit 31 receives signals transmitted from the train-side terminal 10 and is capable of reading at least the approaching information (warning signal) contained in the communication data under CBTC control as exemplified in FIG. 4(B). If the results received by the train approaching information receiving unit 31 include approaching information (warning signal), the alarm unit 32 performs various notification operations, such as an alarm operation or a display operation, to indicate this fact.

[0045] Hereinafter, the relationship between the directivity of radio waves and the communication environment in transmitting and receiving the above-mentioned communication data will be described with reference to the conceptual diagram shown in FIG.

[0046] As a mode of issuing an alert to the mobile terminal 30 (worker MW), instead of receiving a signal (response signal RR) transmitted from the train, i.e., the train TR (train-side terminal 10) as described above, it is conceivable that the mobile terminal 30 receives a signal (generation signal GG) transmitted from the central unit 50, which is a ground device that generates information. In other words, it is conceivable to obtain approach information (warning signal) by directly reading the information transmitted from the central unit 50. However, as shown in the figure, the antenna AT1 for communication with the ground radios under CBTC control, i.e., the station radio SR and wayside radios WR1, WR2, ..., and the antenna AT2 for communication with the onboard radio VR (train-side terminal 10) are located higher (separate in the height direction Y) than the mobile terminal 30 (worker MW), who is assumed to be near the ground. Furthermore, from the viewpoint of ensuring communication with the onboard radio VR (train-side terminal 10), the antenna AT1 may have directivity that points toward the train TR. In this case, there is a possibility that a worker MW (mobile terminal 30) located directly below the antenna AT1 as illustrated in the figure will not be able to receive the signal transmitted from the antenna AT1.

[0047] In contrast, the antenna AT2 located on the train TR side transmits a signal, for example, forward in the direction of travel α, meaning that the train-side terminal 10 issues an approach alarm with directivity in the direction of travel α of the train TR. Therefore, the mobile terminal 30 (worker MW) can reliably receive the signal (response signal RR) from the antenna AT2. For this reason, in this embodiment, as described above, the mobile terminal 30 receives transmissions from the on-board radio VR (train-side terminal 10).

[0048] In addition to receiving the information from the train-side terminal 10 as described above, it is also possible to read information transmitted from the central device 50 (antenna AT1).

[0049] An example of the overall operation of the train approach warning system 100 will now be described with reference to the flowchart shown in FIG.

[0050] As a prerequisite for determining whether a train is approaching and issuing an alarm in response to the determination, it is assumed that in the train approach warning system 100, information regarding the location of the above-mentioned mobile terminal 30 (worker MW) is stored in the worker data management section 51w of the database DB, and that the construction location, i.e., work section WS, which is determined in accordance with the location of the worker MW, has been set.

[0051] In this case, when the train approach warning system 100 is started, first, the information on the construction site stored in the database DB, i.e., the information on the work section WS indicating the location of the worker MW, is reflected in the train approach warning system 100 (step S101).

[0052] Next, the station radio SR (ground radio) of the central device 50 performs reception processing of the communication signal from the train TR (step S102). That is, the running status of the train TR is confirmed based on the CBTC control.

[0053] Next, the central control unit 50A of the central device 50 checks whether the position of the train TR is a certain distance from the work section WS (step S103). If it is determined in step S103 that there is a certain distance (step S103: Yes), that is, there is no need to perform processing related to the approaching information, and operation based on normal CBTC control continues (step S104). As for the operation of determining approaching trains, the process returns to step S102, and the operation from this point on is repeated.

[0054] On the other hand, if it is determined in step S103 that the distance is not within a certain range (step S103: No), that is, if it is determined that the train TR is approaching the work section WS, the central control unit 50A adds a warning signal (approach information) to the communication information under normal CBTC control so that a warning signal is issued from the train TR via ground radios consisting of the station radio SR and wayside radios WR1, WR2, ... (step S105). That is, the contents of the transmitted and received data exemplified in Fig. 4(A) are changed to those exemplified in Fig. 4(B).

[0055] When the warning signal (approaching information) is added in step S105, the train TR (train-side terminal 10) receives it from the ground radio, and a response signal including the warning signal (approaching information) is transmitted (sent) from the train-side terminal 10 (step S106). In response to this, the response signal including the warning signal (approaching information) transmitted in step S106 is received by the mobile terminal 30 of the worker MW present in the work section WS (step S107).

[0056] When the mobile terminal 30 detects reception of the warning signal (approaching information) in step S107, it issues a warning to that effect by sound, display, or the like to notify the user of the approaching train (step S108).

[0057] In this manner, a series of operations for determining an approaching train and issuing an alarm in response to the determination are carried out.

[0058] As described above, the train approach warning system 100 of this embodiment is equipped with a train-side terminal 10 that is mounted on a train TR and issues an approach warning indicating approach to the work section WS, and a portable terminal 30 that is carried by a worker MW present in the work section WS and receives the approach warning from the train-side terminal 10. In the train approach warning system 100, the approach warning indicating approach to the work section WS issued from the train-side terminal 10 is received by the portable terminal 30 carried by the worker MW present in the work section WS, so that approaching trains can be reliably communicated to the worker MW with a simple configuration.

[0059] 〔others〕 The present invention is not limited to the above-described embodiment, and can be embodied in various forms without departing from the spirit and scope of the present invention.

[0060] First, in the above embodiment, for the sake of simplicity, only one mobile terminal 30 carried by one worker MW is shown, but the central device 50 (central control unit 50A) can also grasp the status of multiple mobile terminals 30 (workers MW) in parallel, and can also be configured to manage multiple work sections WS. Furthermore, if the work section WS has a branch, it can also determine whether the section is one through which the train TR will pass, including information on the branch destination. Of course, it is also possible to manage the status of multiple trains TR (train-side terminals 10) in parallel.

[0061] Furthermore, in the above, the mobile terminal 30 can be configured, for example, with a train approach information receiving unit (receiver) 31 and an alarm unit (alarm) 32, and can be configured without requiring GPS (GNSS) or the like; however, if a tablet terminal or smartphone with built-in GPS or the like is used as the mobile terminal 30, the GPS function may also be used in combination to detect the position on the mobile terminal 30 side, and various judgments, such as whether or not the section is one through which the train TR will pass, may be made on the mobile terminal 30 side.

[0062] In the above description, the portable terminal 30 reads the approach information (warning signal) contained in the communication data exchanged under CBTC control, but the content received by the portable terminal 30 can take various forms, provided that the portable terminal 30 is able to read the approach information (warning signal). For example, various information, such as passing points and estimated arrival times that take into account route changes when the train TR branches off, may be read along with the approach information (warning signal).

[0063] In addition, although the above embodiment uses the contents of information transmission and reception during CBTC control, various other embodiments can be adopted as long as the necessary approach information (warning signal) can be acquired from the train TR side (onboard side) at the mobile terminal 30. Alternatively, various embodiments can be used in combination with CBTC control.

[0064] Furthermore, the timing for stopping the alarm on the mobile terminal 30 can be varied as long as the safety of the worker MW is ensured. For example, it is possible to configure the mobile terminal 30 so that the worker MW can stop the alarm himself at an appropriate time.

[0065] 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.

[0066] In addition, various locations are expected for the work sections WS, including not only normal operating lines but also lines other than normal operating lines, such as lines leading to depots. [Explanation of symbols]

[0067] 10...train-side terminal, 30...portable terminal, 31...train approach information receiving unit (receiver), 32...alarm unit (alarm device), 50...central device, 50A...central control unit, 51t...train data management unit, 51w...worker data management unit, 52...position data matching unit, 53...position determination unit, 54...communication information management unit, 100...train approach warning system, AT1, AT2...antenna, DB...database, GG...generated signal, MW...worker, RR...response signal, SR...base radio, TR...train, TS...central communication system, V...interval, VR...on-board radio, WR1-WR6...wayside radio, WS...work section, Y...direction, α...direction of travel

Claims

1. a train-side terminal mounted on the train that issues an approach alarm indicating approach to a work section; a mobile terminal carried by a worker present in the work section and receiving the approach warning from the train-side terminal; A train approach warning system.

2. 2. The train approach warning system according to claim 1, further comprising a central device that communicates with the train-side terminal, creates the approach warning based on the content of the communication, and transmits the created approach warning to the train-side terminal.

3. The train approach warning system of claim 2, wherein the central device grasps the train running conditions from communication with the train-side terminal, and determines whether or not to generate the approach warning based on the grasped train running conditions and the work section.

4. 3. The train approach warning system according to claim 2, wherein the central device is a CBTC control device that performs operation management by multiplex communication with the train-side terminals, and the approach warning is added to the multiplex communication information.

5. 2. The train approach warning system according to claim 1, wherein the train-side terminal issues the approach warning with directionality in the direction of train travel.

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