JP2012021753A - System for promoting efficiency of subway platform air conditioning - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a system for promoting efficiency of subway platform air conditioning, which is suited for promoting efficiency of air conditioning for a subway platform by effectively preventing wasteful effluence of warm air or cold air from the vicinity of the subway platform end into a railway tunnel outside the subway platform section.SOLUTION: The system S for promoting efficiency of subway platform air conditioning employs: a configuration in which an openable/closable door part D1 is installed in a railway tunnel Tu at a subway platform end (right end) H1; a configuration in which time T1 when a subway vehicle head part SW1 passes the predetermined point A1 ahead of the door part D1 is obtained, the opening time T2 of the door part D1 is calculated based on head part passage information I1 including the head part passage time T1, and the door part D1 is opened when the opening time T2 arrives; and a configuration in which time T3 when a subway vehicle tail part SW2 passes the predetermined point B1 at the rear of the door part D1 is obtained, and the door part D1 is closed based on the tail part passage time T3 (tail part passage information I2). A door part D2 installed in the railway tunnel Tu at a subway platform end (left end) H2 is also opened/closed similarly to the door part D1.

Description

  The present invention is a subway home air conditioner suitable for increasing the efficiency of subway home air conditioning by effectively preventing wasteful outflow of warm air and cold air from near the end of the subway platform into the track tunnel outside the subway platform area. It relates to an efficiency system.

  Conventionally, in a subway platform area, temperature and humidity are controlled (air-conditioning) by an air conditioner so that the area becomes a comfortable space for subway users. As this type of air conditioner, for example, a platform optimum temperature control device described in Patent Document 1 is known. This platform optimum temperature control device varies the rotation speed of the intake fan in conjunction with the train arrival and departure period, and varies the cooling capacity following the variation in the cooling load accompanying the arrival and departure of the train ( (Refer to the first page of the document 1).

  However, the vicinity of the end of the subway platform communicates with a track tunnel outside the subway platform area. For this reason, when the temperature and humidity of the subway platform area are controlled by an air conditioner such as the platform optimum temperature control apparatus described above, the warm air or cold air near the controlled subway platform edge is transferred to the track tunnel outside the subway platform area. It is inevitable that a large amount of water will flow into the subway, and the air conditioning efficiency of the subway platform area will be deteriorated.

JP-A-5-288395

  The present invention has been made to solve the above-mentioned problems, and its object is to effectively prevent wasteful outflow of warm air and cold air from the vicinity of the end of the subway platform into the track tunnel outside the subway platform area. Thus, it is to provide a subway home air conditioning efficiency improvement system suitable for improving the efficiency of subway home air conditioning.

  In order to achieve the above object, the present invention provides a door portion that can be opened and closed installed in a track tunnel at the end of a subway platform, and a predetermined point in front of the door portion as viewed from a subway vehicle traveling toward the door portion. The first output means for obtaining the time at which the head portion of the subway vehicle passes and outputting the head portion passage information including the head portion passage time, and the subportion of the door portion as viewed from the subway vehicle traveling toward the door portion direction. A second output means for acquiring a time at which the rearmost subway vehicle passed through a predetermined point in the rear and outputting the last passage time as the last passage information; and head portion passage information output from the first output means. Calculating an opening time of the door portion based on the calculation means, outputting an opening command to the opening / closing control device of the door portion when the opening time obtained by the calculation in the calculating portion is reached, and the second The last passage information from the output means Characterized in that it and a command means for outputting a close command to the switching controller for the door unit based on.

  In the present invention, the first output means includes a sensor element installed at a predetermined point in front of the door part and a sensor circuit for driving the sensor element, and the predetermined point in front of the door part is located at the head of the subway vehicle. When the part passes, the sensor element reacts and outputs a signal to the sensor circuit, and the sensor circuit may acquire the reception time of the output signal as the head part passage time.

  In the present invention, the second output means includes a sensor element installed at a predetermined point behind the door and a sensor circuit for driving the sensor element, and the predetermined point behind the door is located at the end of the subway vehicle. When the tail passes, the sensor element reacts and outputs a signal to the sensor circuit, and the sensor circuit may acquire the reception time of the output signal as the last passage time.

  In the present invention, the head part passage information further includes traveling speed information of a subway vehicle passing through a predetermined point in front of the door part, and the calculation means sets a predetermined value from the door part to the predetermined point in front of the door part. And the opening time of the door part can be calculated using the tunnel line distance information, the traveling speed information, and the head part passage time information.

  In the present invention, the door portion is made of foamed polystyrene or other foamed plastic material, so that even if the door portion is damaged, it is possible to prevent damage to passengers on subway vehicles and subway platforms. it can.

  In the present invention, the command means outputs the opening command and the close command to the subway home air conditioner to provide information on the opening / closing status of the door, and receives the information from the command means. The apparatus may be configured to adopt the following means depending on the contents of the information provision.

(Means 1)
When receiving information on the close command, the supply amount of cool air / warm air to the subway platform area is reduced.

(Means 2)
When receiving information on the opening instruction, the supply amount of cold air / warm air to the subway platform area is increased.

  In the present invention, as a specific configuration of the subway home air conditioning efficiency system, a door part that can be opened and closed is installed in a track tunnel at the end of the subway platform, and a predetermined point in front of the door part is located at the head part of the subway vehicle. The time when the door passes is calculated, the opening time of the door part is calculated based on the head part passage information including the head part passage time, and the door part is opened when the opening time arrives, and the rear part of the door part is predetermined. The time when the last subway vehicle passed through the point was acquired, and the door was closed based on the last passage time (last passage information). For this reason, the door part functions as a shield means for warm air and cold air, and can effectively prevent wasteful outflow of warm air and cold air from near the end of the subway platform to the inside of the track tunnel outside the subway platform area, The efficiency of subway home air conditioning can be improved.

The top view of the subway platform periphery to which the subway platform air conditioning efficiency system according to the present invention is applied. In the subway home air conditioning efficiency improvement system of FIG. 1, the explanatory diagram of the system processing operation when the head of the subway vehicle reaches the predetermined point A1 ahead of the door. In the subway home air conditioning efficiency improvement system of FIG. 1, an explanatory view of the system processing operation when the rearmost subway vehicle passes through a predetermined point B1 behind the door. In the subway home air conditioning efficiency system of FIG. 1, the system processing operation | movement operation when a subway vehicle head part arrives at the predetermined point A2 ahead of a door part. In the subway home air conditioning efficiency improvement system of FIG. 1, the explanatory view of the system processing operation when the rearmost subway vehicle passes through a predetermined point B2 behind the door.

  Embodiments of the present invention will be described below with reference to the drawings attached to the application.

<Outline of subway home air conditioning efficiency system>
FIG. 1 is a plan view of the vicinity of a subway platform to which the subway home air conditioning efficiency system according to the present invention is applied. Since the system configuration on the subway platform one end H1 side and the system configuration on the other end H2 side are the same, in the following description, the system configuration on the subway platform one end H1 side will be described for convenience.

  This subway home air conditioning efficiency system S has an openable and closable door D1 installed in the track tunnel Tu at the subway platform end H1 (the right end of the subway platform H in the example of FIG. 1), and the direction toward the door D1. The time when the subway vehicle head portion Sw1 passed through a predetermined point A1 in front of the door portion D1 (hereinafter referred to as “point A1”) as viewed from the subway vehicle Sw traveling in the following manner (hereinafter referred to as “head portion passage time T1”) is acquired. The first output means 1 (see FIG. 2) for outputting the head part passage information I1 including the head part passage time T1 and a predetermined position behind the door part D1 as viewed from the subway vehicle Sw traveling toward the door part D1. The time (hereinafter referred to as “last tail passage time T3”) when the subway vehicle last tail Sw2 passed through the point B1 (hereinafter referred to as “point B1”) is acquired, and the last tail passage time T3 is used as the last tail passage information I2. The opening time T2 of the door D1 is determined based on the second output means 2 (see FIG. 3) and the head passage information I1 (including the head passage time T1) output from the first output means 1. The calculating means 3 for calculating (see FIG. 2), the opening command C1 is output to the opening / closing control device 4 of the door part D1 when the opening time T2 obtained by the calculation in the calculating means 3 arrives, and the second output means And a command means 5 (see FIGS. 2 and 3) for outputting a closing command C2 to the opening / closing control device 4 of the door D1 based on the last passage information I2 (last passage time T3) from 2.

<< Details of Door D1 >>
The door part D1 is of a double door type that opens and closes on both sides around a subway line, and has a structure that is opened and closed by a known opening / closing control device 4 including an opening / closing link mechanism, a link drive motor, and the like (not shown). The opening / closing method of the door part D1 can be changed as needed. For example, various opening / closing methods other than the double door opening method, such as a single door opening method, a curtain opening method, and a jabber method, may be employed. Further, the door part D1 is made of foamed polystyrene or other foamed plastic material, rubber material, paper material, vinyl material, or on one side of a lattice door made of plastic, rubber, paper, etc., a rubber material, paper material, By adopting a door with a sheet of vinyl material or the like as the door portion D1, even when the door portion D1 is damaged due to contact with the subway vehicle Sw or the like, getting on and off the subway vehicle Sw or the subway platform H It is structured so as not to damage customers.

  The door portion D1 flows out of warm air and cold air from the vicinity of the subway platform end H1 into the track tunnel Tu outside the subway platform H area (hereinafter referred to as “warm / cold flow out of the subway platform end H1 into the track tunnel Tu)” In order to prevent this, it is preferable that the cross-sectional area of the subway tunnel Tu is substantially entirely closed, but a structure other than this may be employed. Specifically, the warm air near the subway platform H mainly flows near the ceiling of the subway tunnel Tu, while the cool air near the subway home H flows near the tracks of the subway tunnel Tu. It is also possible to adopt a door portion having a structure that partially blocks the cross-sectional area of the subway tunnel Tu, such as providing the door portion D1 on the top and providing the door portion D1 on the track side of the subway tunnel Tu in the summer.

<< Details of the first output means 1 >>
The first output means 1 includes a sensor element AS1 including an objective sensor that detects the presence of an object (in this example, a subway vehicle Sw) using infrared rays, and a sensor circuit 10 that drives the sensor element AS1. The sensor element AS1 is installed at the point A1 (sensor observation line). In the first output means 1, when the subway vehicle head portion Sw1 passes through the point A1, the sensor element AS1 reacts and outputs a predetermined signal to the sensor circuit 10, and the reception time of the output signal The sensor circuit 10 is configured to acquire the (sensor reaction time) as the leading portion passage time T1 (see FIG. 2). The detected leading portion passage time T1 is output from the sensor circuit 10 to the calculating means 3 as leading portion passage information I1.

  As shown in FIG. 1, the sensor element AS1 detects the passage of the subway vehicle head part Sw1 from the vicinity of the side surface of the line tunnel Tu as shown in FIG. 1, for example, the passage of the subway vehicle head part Sw1 from the vicinity of the ceiling of the line tunnel Tu at the point A1. It may be detected from any direction, for example, by adopting a method for detecting.

  Instead of the configuration including the sensor element AS1 and the sensor circuit 10, (1) a configuration in which a target is disposed at the point A1, and (2) a target detection sensor that detects the passage of the target on the subway vehicle Sw side is provided. (3) A configuration in which the target passage time of the subway vehicle head portion Sw1 is set to be the head portion passage time T1 and is output from the subway vehicle Sw by radio, and (4) the first output means 1 is wireless from the subway vehicle Sw. It is possible to adopt a configuration in which the leading portion passage time T1 is acquired by receiving the output (leading portion passage time T1), and the obtained leading portion passage time T1 is output to the computing means 3 as the leading portion passage information I1. The first output means 1 obtains the passage information or passage prediction information of the point A1 from the existing railway system by wire or wirelessly, and uses the obtained passage information or passage prediction information of the point A1 as the head portion passage information I1. It can also be configured to output to the calculation means 3, and is not limited to the configuration including the sensor element AS1 and the sensor circuit 10.

  The first output means 1 further includes known speed detection means (not shown) for detecting the traveling speed of the subway vehicle Sw that passes through the point A1, and the subway vehicle Sw that passes through the point A1. The traveling speed information is also output from the first output means 1 to the calculation means 3 as the head part passage information I1. It is assumed that the traveling speed information includes acceleration / deceleration information (acceleration with respect to the traveling direction of the subway vehicle) of the subway vehicle Sw at the point A1.

  In place of the speed detecting means (not shown), the traveling speed of the subway vehicle Sw when passing the point A1 is linked to the radio output at the head passage time T1 described above. By adopting a configuration in which the first output means 1 receives the wireless output (the traveling speed at the point A1) by the first output means 1, the first output means 1 can receive the point A1 that has been received. The traveling speed may be output to the calculation means 3 as the head part passage information I1.

<< Details of Second Output Means 2 >>
The second output means 2 includes a sensor element BS1 composed of an objective sensor similar to the sensor element AS1 described above, and a sensor circuit 20 that drives the sensor element BS1, and the sensor element BS1 is a point B1 (sensor observation line). It is installed in. In the second output means 2, when the subway vehicle tail end Sw 2 passes through the point B 1, the sensor element BS 1 reacts and outputs a signal to the sensor circuit 20, and the output signal reception time (sensor The sensor circuit 20 is configured to detect the (reaction time) as the last passage time T3 (see FIG. 3). The detected last passage time T3 is output from the sensor circuit 20 to the command means 5.

  Similarly to the sensor element AS1 described above, the sensor element BS1 also detects the passage of the subway vehicle rear end Sw2 from the vicinity of the side surface of the line tunnel Tu as shown in FIG. 1, for example, the line at the point B1. You may detect from any direction, such as employ | adopting the system which detects passage of subway vehicle tail Sw2 from the ceiling vicinity of tunnel Tu.

  In place of the configuration including the sensor element BS1 and the sensor circuit 20, (1) a configuration in which a target is disposed at the point B1, and (2) a target detection sensor that detects passage of the target on the subway vehicle Sw side is provided. (3) A configuration in which the target passage time of the subway vehicle last tail Sw2 is set to be the last passage time T3 and is output from the subway vehicle Sw by radio, and (4) the second output means 2 is a radio from the subway vehicle Sw. It is possible to adopt a configuration in which the last passage time T3 is acquired by receiving the output (last passage time T3), and the obtained last passage time T3 is output to the command means 5 as the last passage information I2. Further, the second output means 2 obtains the passage information or the passage prediction information of the point B1 from the existing railway system by wire or wirelessly, and uses the obtained passage information or the passage prediction information of the point B1 as the last passage information I2. It can also be configured to output to the command means 5 and is not limited to the configuration including the sensor element BS1 and the sensor circuit 20.

<< Details of Calculation Means 3 >>
The calculation means 3 has the tunnel line distance information from the door part D1 to the point A1 as a set value. This tunnel line distance information and the first output means 1 are output as the head part passage information I1. The opening time T2 of the door part D1 is calculated using the head part passage time information of the point A1 and the travel speed information of the point A1 (including the deceleration information of the subway vehicle Sw at the point A1) output in the same manner. (See FIG. 2). The opening time T2 of the door portion D1 also takes into account the time required for the opening operation of the door portion D1, for example, when the subway vehicle Sw reaches several meters to several tens of meters ahead of the door portion D1, the door portion D1 is completely It will be the time when it will open.

  By the way, if the opening time T2 of the door part D1 is too early than necessary, the opening time of the door part D1 becomes longer, and the amount of warm / cold air outflow from the vicinity of the subway platform end H1 into the track tunnel Tu increases. The home air-conditioning efficiency is reduced (first problem). On the contrary, if the opening time T2 of the door part D is too late, the subway vehicle Sw may come into contact with the door part D1 during the opening operation (second problem). Therefore, in the calculation of the opening time T2 of the door portion D1, in addition to the time required for the opening operation of the door portion D1 described above, the addition of the subway vehicle Sw included in the traveling speed information of the subway vehicle Sw is further added. It is desirable to calculate the opening time T2 of the door part D1 that is optimal for preventing the first and second problems as described above by considering the deceleration information.

<< Details of command means 5 >>
The command means 5 is a receiving section (not shown) for receiving information on the opening time T2 output from the computing means 3 and the last passage information I2 (last passage time T3) output from the second output means. ) And the opening command C1 is output to the opening / closing control device 4 of the door D1 when the received opening time T2 arrives, or the closing command C2 to the opening / closing control device 4 of the door D1 based on the received last passage time T3. And a command output unit (not shown) for outputting (see FIGS. 2 and 3). The command (open command C1, close command C2) from the command means 5 to the open / close control device 4 can be either wired or wireless. The open / close control device 4 that receives the open command C1 receives the open command C1. The opening / closing control device 4 that receives the closing command C2 closes the door D1 and receives the closing command C2 as a trigger, and is configured to open the door D1.

  Further, the command means 5 is configured to provide information on the opening / closing status of the door portion D1 by outputting the opening command C1 and the closing command C2 to a subway home air conditioner (not shown). The subway home air conditioner that has received the provision can take the following means depending on the content of the information provision.

(Means 1)
When receiving the information on the close command C2, the door part D1 is closed, so that the outflow of warm air / cold air from the vicinity of the subway platform end H1 into the track tunnel Tu is greatly reduced. Accordingly, the subway Reduce the supply of cold / warm air to the home H area to save energy.

(Means 2)
When receiving the information on the opening command C1, since the door portion D1 is open, a large amount of warm air / cold air outflow as described above occurs, and accordingly, supply of cold air / warm air to the subway platform H area accordingly. Increase the amount to keep the subway platform H area at the optimum temperature.

<Self-detection function>
The subway home air conditioning efficiency system S of FIG. 1 has a self-detection function for a failure. When a failure is detected, a failure mode is entered. In the failure mode, the door portion D1 is used except when the operating portion of the door portion D1 itself fails. By opening the door (fail safe), the subway vehicle Sw collides with the door part D1 and does not adversely affect the operation schedule. Further, devices such as the sensor elements AS1, BS1 and the opening / closing control device 4, and a signal or command transmission path connecting the sensor element AS1, the sensor circuit 10, the arithmetic means 3, the command means 5, and the opening / closing control device 4, or a sensor The signal or command transmission system, such as a signal or command transmission path that connects the element BS1 → the sensor circuit 20 → the command means 5 → the switching control device 4, is multiplexed so that no trouble occurs.

《Explanation of subway home air conditioning efficiency system operation》
Next, the operation | movement thru | or effect | action of the subway home air-conditioning efficiency improvement system S comprised as mentioned above is demonstrated based on FIG. 1 thru | or FIG.

  1 to 5, the black sensor elements AS1, AS2, BS1, or BS2 show a state of reacting to the traveling subway vehicle Sw. In these figures, the output means 1 and 2, the calculation means 3, the command means 5, and the opening / closing control device 4 indicated by solid lines are in an active state (processing state) by the reaction of the sensor element AS 1 or BS 1. The output means 1, 2, calculation means 3, command means 5, and opening / closing control device 4, which are indicated by a one-dot broken line, are in an inactive state (non-processing state) due to non-reaction of the sensor element AS 1, AS 2, BS 1 or BS 2 It is shown that.

  The subway home air conditioning efficiency system S enters an operating state in conjunction with the pressing of an operation switch (not shown) or the operation start of the subway air conditioning system (system processing start).

  Thereafter, as shown in FIG. 1, the subway vehicle Sw travels from the right side of FIG. 1 toward the point A1, and when the subway vehicle Sw reaches the point A1 as shown in FIG. 2, the sensor installed at the point A1. The element AS1 reacts and a signal is output from the sensor element AS1 to the sensor circuit 10.

  The sensor circuit 10 monitors the output signal from the sensor element AS1 from the start of system processing. When the output signal is received, the reception time (sensor reaction time) is detected as the leading portion passage time T1. The detected leading portion passage time T1 is output from the sensor circuit 10 to the computing means 3 as leading portion passage information I1 as shown in FIG. 2, whereby the computing means 3 computes the opening time T2 of the door portion D1, The calculation result opening time T2 is output from the calculation means 3 to the command means 5.

  The command means 5 constantly monitors the output from the computing means 3, and when the command means 5 receives the opening time T2 of the door part D1 output from the computing means 3, the command means 5 receives the received door part D1. It is compared / determined whether or not the opening time T2 is the current time T (the current time acquired from a radio timepiece or the like). Here, if it is determined that the current time is reached (T2 = T), an opening command C1 is output from the command means 5 to the opening / closing control device 4 assuming that the opening time T2 of the door portion D1 has arrived. Thereby, before the subway vehicle head part Sw1 reaches the door part D1, the door part D1 is opened by the opening / closing control device 4 in advance (the avoiding operation of the door part D1).

  The processing operation up to this point is processing when the subway vehicle head portion Sw1 reaches the point A1 as shown in FIG. Next, a process when the subway vehicle last tail Sw2 passes the point B will be described.

  The subway vehicle Sw that has reached the point A1 as shown in FIG. 2 further passes through the door D1 that is opened as shown in FIG. 2, and proceeds to the point B1. Then, as the subway vehicle tail end Sw2 passes through the point B1 as shown in FIG. 3, the sensor element BS1 installed at the point B1 reacts, and a signal is output from the sensor element BS1 to the sensor circuit 20.

  The sensor circuit 20 monitors the output signal from the sensor element BS1 from the start of system processing. When the output signal is received, the reception time (sensor reaction time) is detected as the last passage time T3. The detected last passage time T3 is output from the sensor circuit 20 to the command means 5 as the last passage information I2 as shown in FIG.

  The command means 5 constantly monitors the output from the sensor circuit 20, and when the command means 5 receives the last passage information I2 output from the sensor circuit 20, the command means 5 triggers the reception of the opening / closing control device 4 as a trigger. In response to this, a close command C2 is output. As a result, immediately after the last subway vehicle Sw2 passes through the door part D1, the opening / closing control device 4 closes the door part D1, and the outflow of warm air / cold air from the vicinity of the subway platform end H1 into the track tunnel Tu is prevented.

  The closing command C2 to the opening / closing control device 4 is output after a predetermined time has elapsed since the command means 5 received the last passage information I2 output from the sensor circuit 20, for example, several seconds to several tens of seconds. Although it can be performed later, it is preferably performed immediately after reception from the viewpoint of effectively preventing the outflow of warm air / cold air.

  The processing operations up to the above are the processing operations when the last subway vehicle Sw2 passes through the point B1 as shown in FIG.

  As described above, if the subway vehicle Sw after passing through the point B1 is stopped at each station, the subway vehicle Sw stops for getting on and off in the subway platform H area, and then departs. When the point A2 is reached as in 4, the sensor element AS2 installed at the point A2 reacts. If the subway vehicle Sw is an express train, the subway vehicle Sw travels at a predetermined speed in the subway platform H area, and the subway vehicle head part Sw1 reaches the point A2 as shown in FIG. The sensor element AS2 installed in the reactor reacts.

  In FIG. 4, a signal is output from the sensor element AS2 to the sensor circuit 10 by the reaction of the sensor element AS2 installed at the point A2, and the reception time of the output signal (sensor reaction time) is defined as the head portion passage time T4. When the sensor circuit 10 detects, and the detected leading portion passage time T4 is output as leading portion passage information I1 from the sensor circuit 10 to the computing means 3, the computing means 3 calculates the opening time T5 of the door portion D2. Then, the calculation result opening time T5 is output from the calculation means 3 to the command means 5, and when the opening time T5 arrives, the command means 5 outputs an opening command C1 to the switching control device 4, and the subway The opening of the door D2 by the opening / closing control device 4 in advance before the vehicle head part Sw1 reaches the door D2 is the same as in FIG. Omitted.

  Further, the subway vehicle Sw that has reached the point A2 as shown in FIG. 4 further passes through the door D2 that is opened as shown in the same figure, and proceeds to the point B2. Then, when the subway vehicle last tail Sw2 passes through the point B2 as shown in FIG. 5, the sensor element BS2 installed at the point B2 reacts.

  In FIG. 5, a signal is output from the sensor element BS2 to the sensor circuit 20 due to the reaction of the sensor element BS2 installed at the point B2, and the reception time (sensor reaction time) of the output signal is defined as the last passage time T6. That the sensor circuit 20 detects, the detected last passage time T6 is output from the sensor circuit 20 to the command means 5 as the last passage information I2, and the reception of the last passage information I2 is used as a trigger. When the closing command C2 is output from the means 5 to the opening / closing control device 4, the opening / closing control device 4 closes the door portion D2 immediately after the subway vehicle last tail Sw2 passes through the door portion D2, and the track starts from the vicinity of the subway platform end H2. Prevention of outflow of warm air / cold air into the tunnel Tu is the same as that in the case of FIG.

  According to the subway home air conditioning efficiency system S of the present embodiment described above, the doors D1 and D2 that can be opened and closed are installed in the track tunnel Tu at the subway home ends H1 and H2, and the doors are provided as specific structures. The time when the subway vehicle head part Sw1 passes through the predetermined points A1 and A2 ahead of the parts D1 and D2, and the opening time T2 of the door parts D1 and D2 based on the head part passage information I1 including the head part passage time T1. And the opening of the doors D1 and D2 when the opening time T2 arrives, and the time when the subway vehicle tail end Sw2 passes through the predetermined points B1 and B2 behind the doors D1 and D2, The structure which closes the said door parts D1 and D2 based on the last tail passage time T3 (last tail passage information I2) was employ | adopted. For this reason, the door parts D1 and D2 function as a shield means for warm air and cold air, and it is effective for wasteful outflow of warm air and cold air from the vicinity of the subway platform ends H1 and H2 into the track tunnel Tu outside the subway platform H area. Therefore, the efficiency of subway home air conditioning can be improved.

  By the way, the doors D1 and D2 can be opened and closed based on a preset subway time, but in this case, the door opening and closing timing is shifted when a subway delay or the like occurs. There's a problem. On the other hand, in the subway home air conditioning efficiency system S of the present embodiment, the door portions D1, D2 based on signals from the sensor elements AS1, BS1, AS2, BS2 installed at the points A1, B1, A2, B2. Since the door part D1, D2 is opened and closed based on the opening / closing time of the calculation result, the subway vehicle Sw passes through the door part D1 even when a subway delay or the like occurs. There is also an effect that the doors D1 and D2 can be reliably opened before the operation is performed.

DESCRIPTION OF SYMBOLS 1 1st output means 2 2nd output means 3 Arithmetic means 4 Opening and closing control device 5 Command means A1, A2 Predetermined point AS1, AS2 of door part Sensor element B1, B2 Predetermined point BS1, BS2 of door part Sensor element C1 Open command C2 Close command D1, D2 Door H Subway platform H1 Subway platform end (right end)
H2 Subway platform end (left)
I1 First passage information I2 Last passage information S Subway home air conditioning efficiency system Sw Subway vehicle Sw1 Subway vehicle head portion Sw2 Subway vehicle tail portion T1, T4 First portion passage time T2, T5 Door opening times T3, T6 Last portion Passing time Tu Railway tunnel

Claims (6)

An openable and closable door installed in the track tunnel at the end of the subway platform,
A time when the head portion of the subway vehicle passes through a predetermined point in front of the door portion as viewed from the subway vehicle traveling toward the door portion direction is obtained, and first portion passage information including the head portion passage time is output. Output means;
A second output that obtains the time at which the rearmost subway vehicle passes through a predetermined point behind the door as viewed from the subway vehicle traveling toward the door, and outputs the last passage time as the last passage information. Means,
A computing means for computing the opening time of the door portion based on the head portion passage information output from the first output means;
An opening command is output to the opening / closing control device for the door when the opening time obtained by calculation in the calculating means is reached, and the opening / closing of the door is opened based on the last passage information from the second output means A subway home air conditioning efficiency system comprising: command means for outputting a close command to the control device. The first output means includes
A sensor element installed at a predetermined point in front of the door part and a sensor circuit for driving the sensor element, and the sensor element reacts when a head portion of a subway vehicle passes through the predetermined point in front of the door part. The subway home air conditioning efficiency system according to claim 1, wherein the sensor circuit acquires a signal to the sensor circuit, and the sensor circuit obtains the reception time of the output signal as the head passage time. The second output means includes
A sensor element installed at a predetermined point behind the door part and a sensor circuit for driving the sensor element, and the sensor element reacts when the rearmost vehicle passes through the predetermined point behind the door part. The subway home air conditioning efficiency system according to claim 1, wherein the sensor circuit acquires a signal to the sensor circuit and the sensor circuit acquires the reception time of the output signal as the last passage time. The head part passage information further includes travel speed information of a subway vehicle passing through a predetermined point in front of the door part,
The calculation means has, as a set value, tunnel line distance information from the door part to a predetermined point in front of the door part, and the door using the tunnel line distance information, the traveling speed information, and the head part passage time information. 2. The subway home air conditioning efficiency system according to claim 1, wherein an opening time of the section is calculated. The subway home air conditioning efficiency system according to claim 1, wherein the door portion is made of foamed polystyrene or other foamed plastic material. The command means provides the opening / closing status of the door by outputting the opening command and the closing command to the subway home air conditioner, and the subway home air conditioner receiving the information provision from the command means provides the information The subway home air-conditioning efficiency improvement system according to claim 1, wherein the following measures are taken according to the contents.
(Means 1)
When receiving information on the close command, the supply amount of cool air / warm air to the subway platform area is reduced.
(Means 2)
When receiving information on the opening instruction, the supply amount of cold air / warm air to the subway platform area is increased.

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