JP2012116449A - Associating device of loading/unloading position variable platform door with train, and structure determination device of loading/unloading position variable platform door - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide associating of a loading/unloading position variable platform door with a train which can be generally applied to different kinds of trains.SOLUTION: A train provided with N train entrances is partitioned off at respective entrances into one front end part, N-1 intermediate parts, and one rear end part, one or a plurality of units are assigned to each of the N-1 parts, a target standby position of a door pocket and a door body of each unit with respect to the train is determined so that a part corresponding to an entire length of the train is closed by the unit group assigned on the target standby positions, and the entrances are each positioned within the width of an opening formed between adjacent unit groups from the target standby position.

Description

The present invention relates to a platform door having a variable entry / exit position that is installed in the vicinity of a side edge of a platform and partitions the platform and a track.

In recent years, installation of devices called platform doors, platform fences, etc. has been spreading as a countermeasure for safety measures at railway stations, and it is considered that the spread will continue in the future. In this specification, these platform doors, platform fences, and the like are collectively referred to as platform doors.

Currently installed platform doors have fixed openings depending on the train door layout, and cannot be used for platforms operated by trains with different vehicle door pitches. However, on existing routes, there are many lines where various types of trains with different train lengths, number of trains, number of doors, width, and position run depending on the type / application and vehicle type.

Therefore, when installing a home door on an existing route, it is necessary to make adjustments such as renovation, transfer, and renewal of the train in order to unify the door position on the train side and introduce a fixed position stop device. It will take. In addition, various services such as the use of vehicles according to the type of train and the fine adjustment of the stop position for each destination cannot be provided. This problem hinders the spread of platform doors to existing routes.

As a railway system, the platform door provides greater safety and security than ever before, and at the same time, it continues operation according to the purpose of various trains that are now being realized, and new future trains and services It is desirable to ensure flexibility in form. To that end, “the boarding / exiting position can be freely changed to some extent”
A platform door with variable entry / exit positions is required. At the same time, these can cope with a shift in the stopping position, which eliminates the need for introducing a fixed position stop device, and also prevents a delay due to overrunning and the like.

There have been several proposals for platform doors with variable entry / exit positions, but these are limited to only partial motion mechanisms and specific vehicle patterns, and have been implemented in practice. There is no example.

In order to realize a platform door with variable entry / exit positions, it is advantageous to make the door pocket movable. About the home door provided with the movable door pocket, although it is disclosed by patent document 1 and patent document 2, all refer only to the partial operation | movement mechanism of the home door provided with the movable door bag. Patent Document 3 discloses how to operate a platform gate system including a movable door pocket, but there is no viewpoint on how to make a platform gate system that can handle different types of trains.

A conventional door-seat fixed platform fence can be installed in accordance with a specific type of train that stops at the platform where the platform fence is installed. It was sufficient to determine the configuration and position of the platform fence in accordance with the train entrance / exit.

However, the platform position variable type door needs to form an opening in accordance with the entrances and exits of a plurality of different types of trains that can stop at the platform. Because there are things with different numbers, different widths at the entrance and exit, one with different lengths, one with different train lengths, etc. It is not easy.

JP 2005-335451 A JP 2006-8068 (Patent No. 4,368,749) JP2007-30659

An object of the present invention is to provide a correspondence of a platform door that can be applied universally to different types of trains to a train.

Another object of the present invention is to efficiently determine the overall configuration of a platform door that can accommodate various types of vehicles in a platform door with a variable entry / exit position, while taking into consideration the total of different types of trains. is there.

The first technical means adopted by the present invention is a device for associating a platform door with variable platform position with a train.
A platform door having a variable entry / exit position is configured such that a plurality of units each including a movable door pocket movable in the length direction of the platform and one or more door bodies are provided on the platform in the length direction so that at least one of the platforms. The space between the section and the track is closed, and an opening is formed between the units in accordance with the entrance of the train when getting on and off the train.
The device for associating the platform door with a variable platform position is as follows:
The length dimension of at least each intermediate part of one front end part, N-1 intermediate part, and one rear end part obtained by partitioning a train with N entrances and exits at each entrance and exit. Means for storing;
Means for storing the width dimension of the entrance / exit included in each intermediate part;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
The number of units corresponding to each intermediate part using the length dimension of each intermediate part, the maximum width dimension of one unit, the minimum width dimension, and all or part of the width dimension of the entrance / exit included in each intermediate part Unit number calculating means for calculating
One or a plurality of units (hereinafter referred to as “unit group”) calculated by the unit number calculation means are added to each intermediate part of a plurality of consecutive intermediate parts of at least a part of N−1 intermediate parts. Unit group assigning means for assigning;
The target standby position for the train of doors and doors of each unit of the unit group assigned by the unit group assigning means is closed by the assigned unit group at the target standby position. And a target standby position determining means for determining the entrance / exit to be located within an opening width formed between adjacent unit groups from the target standby position,
It has.
In one aspect, a unit group is allocated to each of all intermediate parts by the unit group allocation means.
One feature of the technical idea of the present invention is that a train having N entrances and exits is divided at each exit and divided into one front end part, N-1 intermediate parts, and one rear end part. However, one or a plurality of units (hereinafter referred to as “unit group”) is assigned to each intermediate portion. Such an idea of associating a platform door with a variable entrance / exit position and a train is an unprecedented new idea.

In one aspect, the unit number calculating means calculates the maximum number and the minimum number of units corresponding to each intermediate part,
The calculated maximum number and minimum number of units corresponding to each intermediate part are stored in storage means for storing the maximum number and minimum number of the unit,
The unit group assigning means assigns a unit group consisting of a number of units selected from a range of the maximum number and the minimum number stored to each intermediate part.

In one aspect, the target standby position of the door pocket and door body of each unit is
The length dimension of each unit group at the target standby position matches the length dimension of the corresponding intermediate part,
By moving only the door body from the target standby position, it is determined that each entrance is located within the opening width formed between adjacent unit groups.

In one aspect, an end unit group assigning unit that assigns an end unit group composed of one or more units to at least one of the front end portion and the rear end portion,
In the target standby position, the target standby position determining means holds the unit group of the intermediate part and the end unit group in a closed state at the target standby position, and the end unit group and the intermediate part from the target standby position. The entrance / exit is determined to be located within the opening width formed between the unit groups.

The configuration of the end unit group also differs depending on the partition mode at each entrance. When partitioning at the center of the entrance / exit as in the embodiments described later, it is necessary to assign one or more units to the front end portion and the rear end portion, respectively.
Also, the configuration of the end unit group may differ depending on whether or not the area corresponding to the entire length of the front end portion and the rear end portion is closed by the unit. For example, the front end part or the rear end part may be closed with a unit + another fixed shield.
In one aspect, the end unit group allocating means includes an end unit group having a number of units corresponding to the length of the front end portion at the front end portion, and the rear end portion at the rear end portion. An end unit group having a number of units corresponding to the length of the end portion is assigned.
Also, when considering the crew room door, the configuration of the end unit group may be different.

  In one aspect, the target standby position determination means is configured such that a portion corresponding to the entire train length at the target standby position is closed by a home door with respect to the train of the door and the door body of each unit, and It is determined so that each entrance is located within the opening width formed between the target standby position and the adjacent unit group (including the end unit group).

In one aspect, the device for associating a platform door with a variable entry / exit position to a train is:
Stores one front end portion, N-1 intermediate portion, and one rear end portion length dimension obtained by dividing a train having N entrances and exits at each entrance and exit. Means,
Means for storing the width dimension of the entrance / exit included in each part;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
Using the maximum width dimension, minimum width dimension of each unit, length dimension of each intermediate part, and width dimension of the entrance / exit included in each intermediate part, the maximum number and minimum number of units corresponding to each intermediate part are calculated. Means,
Means for storing the maximum number and the minimum number of units corresponding to each calculated intermediate part;
Means for assigning a unit group consisting of a number of units selected from the range of the maximum number and the minimum number stored to each intermediate part;
Means for calculating the number of units corresponding to at least the length of the front end portion and the length of the rear end portion;
Means for assigning a unit group consisting of the calculated number of units to the front end portion and the rear end portion, respectively;
The target stand-by position for the train of doors and doors of each allocated unit is closed by the platform door at the target stand-by position corresponding to the entire length of the train, and between adjacent unit groups from the target stand-by position. Target standby position determining means for determining that each entrance is located within the opening width formed in
Means for storing the determined door pocket of each unit and the target standby position of the door body.
When the length of a plurality of different types of trains that stop on the target platform is different and the short train stops, the platform position variable type home door has a portion corresponding to the total length of the short train and a blank portion on the platform ( (Which is caused by the difference in length between the longest train and the short train). At this time, it is also necessary to determine the target standby position of each unit (door pocket and door body) corresponding to the blank portion. However, the position of the blank unit need only be determined so that it does not need to be opened in accordance with the entrance and exit and the closed state is maintained.

In one aspect, the maximum number is obtained by dividing the size of each intermediate part-the width dimension of the entrance / exit included in the intermediate part by the minimum width dimension of one unit (rounded down).
In one aspect, the maximum number is set in advance by a margin δ, and a value obtained by further subtracting δ from the size of each intermediate portion minus the width of the entrance / exit included in the intermediate portion is the minimum width size of one unit. It is obtained by dividing by (decimal point truncation).
In one aspect, the minimum number is obtained by dividing the dimensions of each intermediate site by the maximum width dimension of one unit (rounded up).

In one aspect, the target standby positions of the door pocket and the door body are specified by coordinates relative to each train. In a typical example, the position is specified for each train by coordinates with the train head as the origin.
In one aspect, a target stop position for each train on the platform is given, and the target standby position is specified by coordinates relative to the platform. In a typical example, the position is specified using coordinates with the platform head as the origin.

When a plurality of different types of trains stop on the target platform, the target standby position of each unit (door pocket and door) differs for each type of different trains.
It will be appreciated by those skilled in the art that the target standby position of each unit of each heterogeneous train can be optimized. Here, although the optimization means differs depending on the purpose of optimization, as one example, it is conceivable to optimize the unit so that the moving distance of the unit is as small as possible.
In this case, in one aspect, a temporary target stop position of each train on the platform is given, and the target standby position is acquired with coordinates based on the platform,
Means for calculating the difference between the target standby positions of the door pockets corresponding to different types of trains stopping on the platform;
Means for optimizing the stop position of each different train with the temporary target standby position as an initial value so that the difference is minimized.

The second technical means adopted by the present invention is a configuration determining device for a variable riding position platform door, and the above-mentioned concept of association is also used in a configuration determining device for a variable platform position home door.
The platform position variable type home door is configured by connecting a predetermined number of units in the length direction on the platform, each of which includes a movable door pocket movable in the length direction of the platform and one or more door bodies. The space between the units is closed, and an opening is formed between the units according to the entrance of the train when getting on and off the train.
The configuration of the platform position variable type home door includes the number of units and the position of each unit (door bag and door). In one aspect, the configuration determination device for the platform position variable type home door includes: And unit arrangement determining means.

In one aspect, in a configuration determining apparatus for a platform position variable type platform door,
Unit number determination means
For each heterogeneous train, means for storing the length dimensions of one front end portion, a plurality of intermediate portions, and one rear end portion obtained by partitioning at each entrance and exit,
Means for storing the width dimension of the entrance / exit included in each intermediate part of each different train;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
For different types of trains, using the length dimension of each intermediate part, the maximum width dimension of one unit, the minimum width dimension, the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Means for calculating the minimum number;
Means for storing the maximum number and the minimum number of units corresponding to each calculated intermediate part;
Means for obtaining the maximum total number and the minimum total number of units of each different train by adding the maximum number of units and the minimum number of units for each different train,
Means for determining an overlapping range of the maximum total number and the minimum total number of units of each different train, and determining a number selected from the overlapping range as a first unit number, wherein the first unit number This is the number of units that can close all the middle parts of the longest train.

In one aspect, the heterogeneous train includes at least one different length train,
A means of obtaining the difference between the length of the longest train and the shortest train;
Means for correcting the maximum total number and the minimum total number of units of the short train based on the difference in length according to the longest train,
An overlapping range is obtained using the maximum total number and the minimum total number after correction.
In one aspect, the difference in length is a difference between the length of all intermediate portions of the longest train and the length of all intermediate portions of the short train.

In one aspect, the correction means comprises
Means for obtaining a difference in length between the train to be corrected and the longest train (may be a difference in length between all intermediate parts);
Means for determining a virtual maximum number and a virtual minimum number of units corresponding to the difference using a minimum width dimension and a maximum width dimension of one unit;
Means for adding the virtual maximum number and the virtual minimum number to the maximum total number and the minimum total number of units in the train to be corrected.
As another correction means, the ratio of the total length of the longest train and the correction target train may be multiplied by the maximum total number and the minimum total number of units in the correction target train.

In one aspect, the first unit number is a minimum total number of units in the overlapping range.
In the above aspect, the number of units corresponding to all intermediate parts is obtained, but in each train, the maximum total number and the minimum total number of units including the number of units corresponding to the front end part and the rear end part are obtained, The total number of units may be obtained from the overlapping range of the maximum total number and the minimum total number.

In one aspect, the unit number determining means includes
In the longest train that stops on the platform, by dividing it at each entrance and exit, it is divided into one front end part, a plurality of intermediate parts, and one rear end part, and the length dimension of each part is obtained, and all intermediate parts are obtained. Means for determining a first unit number corresponding to a length dimension of
Means for determining a second unit number corresponding to the front end portion and / or the rear end portion;
And a means for setting the total of the first unit number and the second unit number to a predetermined number.

In one aspect, the means for determining the first unit number comprises:
In each heterogeneous train that stops on the platform, by dividing at each entrance and exit, means for obtaining a length dimension of each part by dividing into one front end part, a plurality of intermediate parts, and one rear end part,
For each different train, using the maximum width dimension of one unit, the minimum width dimension, the length dimension of each intermediate part, the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Means for obtaining the minimum number;
Means for obtaining the maximum total number of units and the minimum total number in each train by adding the maximum number and the minimum number for each different train,
Means for determining the overlapping range of the maximum total number and the minimum total number of the different types of trains and setting the number selected from the overlapping range as the first unit number.

In one aspect, the means for determining the first unit number comprises:
Means for obtaining the length dimension of each part by dividing into one front end part, a plurality of intermediate parts, and one rear end part by partitioning at each entrance / exit in the longest train of each heterogeneous train that stops on the platform When,
In the longest train, using the maximum width dimension, minimum width dimension of each unit, the length dimension of each intermediate part, and the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, the minimum Means for obtaining a number;
Means for obtaining the maximum unit total number and the minimum total number by adding the maximum number and the minimum number respectively in the longest train, and setting the number of units selected from the range of the unit maximum total number and the unit minimum total number as the first unit number; It is equipped with.

In one aspect, the second unit number is a number capable of closing a length corresponding to the total length of the front end portion and the rear end portion.
In one aspect, the second unit number has a length corresponding to at least the longest train total length of the platform door composed of a predetermined number of units that is the sum of the first unit number and the second unit number, and The number of home doors made up of a predetermined number of units is determined so as to fit within the platform length.

In one aspect, the apparatus includes unit arrangement determining means.
The unit arrangement determining means is
For each different train, all or part of the first number of units is one or more units (hereinafter referred to as “unit group”) within the range of the maximum number to the minimum number of units corresponding to each intermediate part. ) Assigning unit group assigning means,
The target standby positions for the assigned door pockets and door trains of each unit are closed at the target standby position, and all intermediate parts of each different train are closed by the assigned unit group, and from the target standby position. Target standby position determining means for determining the entrance / exit to be located within the opening width formed between the adjacent unit groups.

In one aspect, each heterogeneous train stopping on the platform includes at least one different length train;
The assigning means includes
In a short train, a part of the first number of units is assigned to each intermediate part.
The “partial number of the first unit number” can be appropriately determined by those skilled in the art. For example, using the minimum total number of the short trains, the difference from the longest train is the average of the maximum size and the minimum size of the unit. The number of vacant parts is calculated by dividing by the number obtained by subtracting the number of vacant parts from the first unit number, and the number obtained by multiplying the first unit number by the ratio of the longest train to the short train is used. Etc. can be exemplified.

In one aspect, the means for assigning the unit group to each intermediate part assigns a unit of the first unit number of the predetermined number of units,
First assigning means for assigning a minimum number of units corresponding to each intermediate site to each intermediate site;
A second assigning means for allocating the extra units in order from the largest length of the intermediate portion, when an extra unit occurs;
It has.
In one aspect, when an extra unit that has not been assigned to the intermediate part in the unit of the first unit number occurs, the third assignment to assign the extra unit to the front end part and / or the rear end part Means.

The concept of association according to the present invention is used to efficiently determine whether or not a new different train can be introduced and a target standby position of the home door for the new different train in the existing platform doors with variable entry / exit positions. be able to.
In one aspect, an apparatus for determining whether a platform position variable type platform door installed on a platform can be applied to a new heterogeneous train,
The platform position variable type home door is constructed by connecting a plurality of units consisting of a movable door pocket movable in the length direction of the platform and one or more door bodies in the length direction on the platform. It is configured so that the space between the units is closed and an opening is formed between the units according to the entrance of the train when getting on and off the train,
Stores the length dimensions of one front end part, M-1 intermediate part, and one rear end part obtained by partitioning a new heterogeneous train having M entrances and exits at each entrance and exit. Means,
Means for storing the width dimension of the entrance / exit included in each part of the new heterogeneous train;
Means for storing the total number of units constituting the boarding position variable type platform door;
Means for storing the total length of the platform position variable type platform door;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
Each intermediate part, front end part, rear end part of the new heterogeneous train, the length of each part of the blank part which is the difference between the total length of the platform position variable type platform door and the total length of the new heterogeneous train, the maximum width dimension of one unit Means for calculating the maximum number and the minimum number of units corresponding to each part using the minimum width dimension and the width dimension of the entrance / exit included in each part;
Means for storing the maximum number and the minimum number of units corresponding to each calculated part;
Means for obtaining the maximum total number and the minimum total number of units of the new heterogeneous train by adding the maximum number and the minimum number of units corresponding to each part,
Means for determining whether or not the total number of units of the existing platform door is within the range of the maximum total number and the minimum total number of units of the new heterogeneous train;
It has.
After it is determined that the platform position variable type platform door can be introduced into a new heterogeneous train, the configuration corresponding to the new heterogeneous train using the unit group allocation means and the target standby position determination means of the associating device is configured. Can be determined.

  The associating device according to the present invention can be applied universally to different types of trains, and is used both when a platform door is installed and after it is installed (check when a new train is introduced).

  The present invention can efficiently determine the entire configuration of a platform door that can be used for various types of vehicles in consideration of the whole of different types of trains in a platform door with variable entry / exit positions.

  The effects of the present invention are not limited to the above description, and other effects will become apparent from the description of the present specification.

It is the schematic perspective view which looked at one embodiment of the platform door concerning the present invention from the track side. It is the schematic perspective view which looked at one embodiment of the platform door concerning the present invention from the platform side. It is the schematic perspective view which looked at other embodiment of the platform door concerning the present invention from the track side. It is the schematic perspective view which looked at other embodiment of the platform door concerning the present invention from the platform side. It is the schematic perspective view which looked at other embodiment of the movable home fence which concerns on this invention from the track side. It is a figure which shows the traveling mechanism and drive system of a movable door pocket. (A) shows a ball screw drive system, and (B) shows a belt drive system. It is a figure which shows the detail of the traveling mechanism and drive system of FIG. 4 (A). It is a figure which shows the detail of the traveling mechanism and drive system of FIG. 4 (B). It is a perspective view which shows embodiment of the basic unit of the platform door which concerns on this invention. In a typical aspect, the platform door is configured by connecting the same basic units in the platform length direction. It is a figure which illustrates composition arrangement and a way of movement of a platform door concerning the present invention. 2 shows the dimensions of one embodiment of the basic unit. It is a figure which shows the definition of the term which prescribes | regulates a platform, a train, and a platform door. It is a figure which illustrates the difference in the length of a platform, a train, and a platform door. It is an example which partitions a train in each exit / exit. It is an example which partitions a train in each exit / exit. It is an example which partitions a train in each exit / exit. It is an example which partitions a train in each exit / exit. (A) It is a figure explaining calculation of the maximum number. (B) It is a figure explaining calculation of the minimum number. (A)-(E) is a figure explaining determination of the position of each unit of the unit group in an intermediate part. It is a schematic block diagram of the structure determination apparatus of a platform position variable type | mold home door. It is a figure which illustrates the step of the structure determination apparatus of a boarding / alighting position variable type | mold home door. It is a figure shown about the relationship between a crew member door and a front-end part. It is a figure which shows the example of examination of unit arrangement | positioning. It is a figure which shows the example of examination of unit arrangement | positioning.

[A] Configuration of the platform door with variable entrance / exit position The platform door with variable entrance / exit position is a guide in which a door pocket for slidably storing a door body is embedded on the floor surface of the platform so as to extend in the length direction of the platform. It is characterized in that it can move along the rail. Each door pocket has a traveling body such as a roller and driving means such as a motor, and the traveling body moves along the guide rail by the driving means and can individually move in the length direction of the platform.

In this embodiment, the platform door with variable entry / exit position is composed of a plurality of units including a door pocket and a door body having a triangular cross section that spreads at the bottom. The door body has a similar cross-sectional shape only slightly smaller than the door pocket. The door body is supported by a door pocket, and is based on a unit in which one piece goes in and out on each side of the door bag, or one piece goes in and out on one side (see FIG. 7). Further, the unit moves along two rails embedded in the home end. By making the bottom section wide triangular cross section, the bottom width is widened and the tension is applied, and the drive mechanism is installed in the lower part of the pocket space to lower the center of gravity, thereby supplementing the resistance to the falling moment I am aiming. At the same time, the doors and doors are extended to the end of the platform, eliminating room for humans to stand between the platform door and the vehicle body. For this reason, passengers who could not get on the board without rushing are always caught by the door body of the platform door, and can be detected only by the door closing sensor of the platform door, so that the sensor for detecting the leftover can be omitted. Hereinafter, the configuration of the platform door with variable entry / exit position composed of a unit having a triangular cross section (door bag + door) will be described in detail with reference to the drawings.

On the floor surface of the platform 1, a guide rail 2 extends along the length direction of the platform 1. In one aspect, the guide rail 2 extends over substantially the entire length of the platform 1. A plurality of short guide rails may be arranged along the length direction of the platform 1. The guide rail 2 is embedded in the floor surface of the platform 1, and the upper surface of the portion where the guide rail 2 is embedded is flush with the floor surface of the platform 1.

A plurality of movable door pockets 3 are provided on the floor surface of the platform 1 in the vicinity of the side edge on the track side, and each movable door pocket 3 is movable along the guide rail 2 in the length direction of the platform 1. Yes. The movable door pocket 3 includes a first surface portion (home-side finding surface) 30 facing the home side, a second surface portion 31 (track-side finding surface) facing the track side, a top portion 32, and a bottom surface 33. I have. The movable door pocket 3 has a generally triangular shape in a side view. The movable door pocket 3 is formed with a low profile lower than the height of a person.

In the mode shown in FIGS. 1A and 1B, each movable door pocket 3 includes two door bodies protruding from the same side with respect to one movable door pocket 3, that is, a first door body 4 and a second door body 5. I have. The cross-sectional shapes of the first door body 4 and the second door body 5 are similar to the cross-sectional shape of the movable door pocket 3, and the movable door pocket 3, the first door body 4, and the second door body 5 are nested with each other. It has become.

The first door body 4 includes a first surface portion (home-side finding surface) 40 facing the home side, a second surface portion 41 (track-side finding surface) facing the track side, a top portion 42, and a bottom surface (see FIG. 1A and hidden in FIG. 1B), and has a triangular shape in a side view.

The first door body 5 includes a first surface portion (home-side finding surface) 50 facing the home side, a second surface portion 51 (track-side finding surface) facing the track side, a top portion 52, and a bottom surface (see FIG. 1A and hidden in FIG. 1B), and has a triangular shape in a side view.

A storage portion that receives the proximal end side of the first door body 4 is formed in the internal space of the movable door pocket 3. The side surface of the first door body 4 on the door tip side is an opening, and a storage portion that receives the door bottom side of the second door body 5 is formed in the internal space of the first door body 4. The extent to which the first door body 4 can be retracted with respect to the movable door pocket 3 and the second door body 5 with respect to the first door body 4 is a design problem and is the most retracted state (storage posture). Thus, the door tip side of the first door body 4 may protrude from the side surface of the movable door pocket 3 and / or the door tip side of the second door body 5 may protrude from the side surface of the first door body 4.

It is movable when the first door body 4 protrudes from the opening on the side surface of the movable door pocket 3, the second door body 5 protrudes from the opening on the side surface of the door body 4, and the side surfaces of the second door body 5 are in contact with each other. The home fence is closed, and the first door body 4 is drawn into the movable door pocket 3 and / or the second door body 5 is drawn into the first door body 4, so that the adjacent second door bodies 5 are drawn. The movable home fence is in an open state by separating the side surfaces of each other and forming a space therebetween. Alternatively, one or both of the adjacent movable door pockets 3 move in a direction away from each other, and a space is formed between the adjacent movable door pockets 3 so that the movable home fence is in an open state. Like the latter, the other end surface side of the movable door pocket is moved by moving the movable door bag relative to the door body side while maintaining the protruding posture with respect to the door body in the protruding posture from one end surface of the movable door pocket. It is good also as an open state by forming an opening in (a movable door pocket functions as a door body).

1A and 1B show a case in which the first door body 4 and the second door body protrude from the same side surface with respect to one movable door pocket 3, but the door bodies are respectively connected from both sides of the movable door pocket 3. You may make it project. In the embodiment shown in FIGS. 2A and 2B, each movable door pocket 3 has two door bodies that protrude from both sides with respect to one movable door pocket 3, that is, a first door body 4 ′ and a second door body 5. 'Is provided. The cross-sectional shapes of the first door body 4 ′ and the second door body 5 ′ are similar to the cross-sectional shape of the movable door pocket 3, and the movable door pocket 3, the first door body 4, and the second door body 5 are nested with each other. It has become a shape. More specifically, as will be described below, the door butt side of the first door body 4 ′ accommodated in the movable door pocket 3 can slide on the door butt side of the second door body 5 ′ housed in the movable door pocket 3. To accept.

The first door body 4 ′ includes a first surface portion (home-side finding surface) 40 ′ facing the home side, a second surface portion 41 ′ (track-side finding surface) facing the track side, and a top portion 42 ′. And a bottom surface (hidden and invisible in FIGS. 2A and 2B), and has a triangular shape in a side view.

The first door 5 ′ includes a first surface portion (home-side finding surface) 50 ′ facing the home side, a second surface portion 51 ′ (track-side finding surface) facing the track side, and a top portion 52 ′. , And a bottom surface 53 ′, and has a triangular shape in a side view.

Both side surfaces of the movable door pocket 3 are open, and the interior space of the movable door pocket 3 has storage portions for receiving the door butt side of the first door body 4 ′ and the door butt side of the second door body 5 ′, respectively. Is formed. The side surface of the first door body 4 ′ on the door bottom side is an opening, and a storage portion for receiving the door bottom side of the second door body 5 ′ is formed in the internal space of the first door body 4 ′. . That is, when storing the first door body 4 ′ and the second door body 5 ′, the movable door pocket 3 is drawn into the door butt side of the first door body 4 ′ drawn into the movable door bag 3 from one side surface and from the other side surface. The door butt side of the second door body 5 ′ is slidably movable. The extent to which the first door body 4 ′ and the second door body 5 ′ can be retracted with respect to the movable door pocket 3 is a design problem, and the first door body 4 ′ is in the most retracted state (storage position). The door end side may protrude from one side surface of the movable door pocket 3, and / or the door tip side of the second door body 5 ′ may protrude from the other side surface of the movable door pocket 3. In addition, in the aspect which 1st door body 4 'and 2nd door body 5' each protrude from both the side surfaces of the movable door pocket 3, it is 1st door body 4 'and 2nd door body in the retracted state (storage position). The 5 'door bottom sides may not enter each other.

The configuration in which the door body is slid with respect to the movable door pocket is provided in the door body storage portion of the door pocket, and the guide means for guiding the door body when the door body is opened and closed, and the door body is slid along the guide means. A motor is typically used as a drive source of the drive mechanism.

Further, in a general door device, a door body that is slidable relative to the door pocket is well known to those skilled in the art as a sliding door device, and an automatic sliding door that automatically slides and moves the door body is also well known to those skilled in the art. In the mechanism for moving the door body according to the present invention, these techniques may be applied. The thing which a door panel protrudes from the both sides of a door pocket is disclosed by Unexamined-Japanese-Patent No. 11-334579, for example, and can be referred to. Moreover, two door bodies projecting from the same side surface of the door pocket are provided for one door pocket, one door body is formed as an intermediate door pocket for housing the other door body, and the other door body is one of the door bodies. What is housed inside the door body and one of the door bodies is housed in the housing portion of the door pocket is disclosed in Patent Document 2, Japanese Patent Application Laid-Open No. 2000-16281, and Japanese Patent Application Laid-Open No. 2008-280034. Can do.

A wheel 35 as a traveling body is provided on the lower surface 33 of the movable door pocket 3 (see FIG. 4 to FIG. 6), and the movable door pocket 3 is the length of the platform 1 when the wheel 35 rolls along the guide rail 2. It can move in the direction. As described above, in one embodiment, the guide rail 2 extends over substantially the entire length of the platform 1, but a plurality of guide rails are intermittently arranged according to the amount of movement of each movable door pocket 3. It may be provided. The movable door pocket 3 is provided with a drive mechanism for rotating the wheel 35 to be self-propelled, and the movable door pocket 3 moves in the length direction of the platform 1 by moving the wheel 35 along the guide rail 2 by the drive mechanism. Moving. In one aspect, the movable door pocket 3, the first door bodies 4, 4 ′, and the second door bodies 5, 5 ′ can slide while restricting direct contact between the surfaces. Guide means are provided.

The traveling mechanism / drive system of the movable door pocket 3 will be described with reference to FIGS. FIG. 5 is a diagram illustrating a traveling mechanism and a driving method of the movable door pocket. (A) shows a ball screw drive system, and (B) shows a belt drive system. A total of four wheels 35 are provided on the lower surface 33 of the movable door pocket 3, each having two spaces in the width direction and the expected direction (thickness direction) of the movable door pocket 3. Each wheel 35 is rotatably supported by a plate-like bracket 36 extending vertically. A narrow groove 15 into which a plate-like bracket 36 can be inserted is formed on the floor surface of the platform 1. It is desirable that the groove width of the groove portion 15 is designed so as not to allow passenger shoes or other footwear, the tip of the cane, the roller at the lower end of the bag, or the like to enter.

Two stopper wheels 37 are disposed on the bracket 36 so as to be positioned in front of and behind the wheel 35. The cover 20 is provided above the stopper wheel 37 so as to be supported by the support column 25 so that the upper surface thereof is flush with the floor surface of the platform 1. The lower surface of the cover 20 forms a rail for guiding the stopper wheel 37. is doing. The wheel 35, the bracket 36, and the stopper wheel 37 form a door pulley assembly. In the door pulley assembly, an upward load (lifting force due to falling of the door pocket) is supported by a stopper wheel 37, and a downward door pocket weight is supported by a wheel 35 with a flange.

In order to flexibly cope with different types of trains having different door arrangements, each movable door pocket 3 needs to be individually driven, and therefore, an independent drive source (motor) and transmission mechanism are prepared for each movable door pocket 3. . In the embodiment shown in the drawing, it is possible for a person skilled in the art to appropriately select which of the four wheels 35 is the driving wheel, which wheel 35 is the driven wheel, or all the wheels 35 are the driving wheels. . 5 and 6, the motor M on one side and the lead-out line of the transmission mechanism are indicated by dotted lines, and the following description applies to both the case where a motor is provided on one side and the case where a motor is provided on both sides. It will be understood by those skilled in the art. In addition, the movable door pocket 3 is provided with a control unit that appropriately receives instructions from a management device installed on the platform 1 and controls opening and closing of the movable door pocket 3 and the door body.

As shown in FIGS. 4A and 5, in the space in which the guide rails 2 are embedded in the floor surface of the platform 1, along the length direction of the guide rails 2 corresponding to the movable door pockets 3. A ball screw 16 is extended. A slider (ball nut) 17 is externally mounted on the ball screw 16 so as to be movable in the length direction of the ball screw 16, and the slide 17 is fixed to a bracket 36 that supports a wheel 35. A terminal bearing 18 is connected to one end side of the ball screw 16, and a motor M is connected to the other end side via a speed reducer 19. By selectively rotating the motor M in the forward and reverse directions according to a command from the control unit, the slider 17 is moved in either the left or right direction, the wheel 35 rolls on the guide rail 2, and the movable door pocket 3 is moved to the platform 1. It moves in the length direction. When the movable door pocket 3 moves to a predetermined position, the rotation of the motor M stops and the movable door pocket 3 stops.

As shown in FIGS. 4B and 6, the space in which the guide rails 2 are embedded in the floor surface of the platform 1 is arranged along the length direction of the guide rails 2 corresponding to the movable door pockets 3. The wrapping belt body 21 is extended. The belt body 21 is wound around the drive pulley 22 at one end side in the length direction of the guide rail 2, and the belt 21 body is wound around the driven pulley 23 at the other end side. 21A and lower part 21B. The bracket 36 that supports the wheel 35 is connected to the upper portion 21 of the belt 21 via the belt clamp 24. The drive pulley 22 can be rotated by a motor M. The driving pulley 22 is driven to rotate forward and backward by selectively rotating the motor M forward and backward in response to a command from the control unit, and the upper portion 21A of the belt body 21 is moved in either the left or right direction so that the wheels 35 are guided rails. 2, the movable door pocket 3 is moved in the length direction of the platform 1. When the movable door pocket 3 moves to a predetermined position, the rotation of the motor M stops and the movable door pocket 3 stops.

There have already been some proposals regarding the movable home fence provided with the movable door pocket 3 (Patent Document 1, Patent Document 2), and the shape and configuration of the movable door bag 3 and the door body, and the traveling mechanism and drive system of the movable door pocket 3. However, it is understood that the present invention is not limited to those described here and can be appropriately designed by those skilled in the art. For example, as shown in FIG. 3, a rail 6 supported by a steadying beam (not shown) that receives only a lateral force is provided in the upper portion, and a support bar 7 provided in each door pocket 3 is provided along the rail 6. It is also possible to adopt a movable home door. Moreover, the movable door pocket and door body in this invention may be provided with the height extended to ceiling height.

The platform door with variable entry / exit position is configured by repeating a single unit including a door pocket and a door body. The fact that it can be configured with only one type of repetition of a large size is considered effective for cost reduction. As the basic unit, as shown in FIG. 7, (A) a mode in which the door body projects from both sides of one door pocket, (B) a mode in which two door bodies project from one side of one door pocket can be exemplified. it can. By arranging the basic units in a row and allowing each door pocket to be moved individually, it is possible to cope with various problems caused by changes in the train door position.

For example, by making the door bag approximately 1.4m in length and the door approximately 1.0m in length, the majority of 20m3 door and 4-door vehicles can be handled by this unit alone. 8 (1) and 8 (2) showing the basic movement, it can be seen that each door bag is moving according to the train in response to 20m4 door car and 3 door car. As shown in Fig. 8 (1) and (3), when trains with different vehicle lengths, such as 20m and 18m, are mixed, the stopping position of each train will shift slightly, so it is necessary to consider the entire train. However, it is possible to respond without problems in the examination of the 20m 4 door car and 18m 3 door car with 8 cars. In addition, a platform door can handle a certain amount of stopping position deviation. This makes it possible for the platform door to follow overruns up to the same distance and to shift the stop position by one door depending on the destination and type.

The platform door with variable entry / exit position according to the present invention can be introduced without unifying vehicles or equipped with a fixed position stop device, and is currently introduced only on newly established routes or existing routes that are unified on a small scale. The difficult door could be installed on almost all routes technically.

[B] Operation control of platform door with variable entry / exit position In order to correspond to different door positions depending on the train, it is necessary to obtain information on the door position of the next train. As a method for acquiring information on the door position of the train, it is possible to receive information directly from the train when the train enters the platform, or to obtain necessary information from operation information displayed on an electric bulletin board or the like. . As the former method, for example, an IC tag storing train information is provided on the train side, and when the train enters the platform, the train information is received by the receiving unit installed on the platform side, and the obtained train information Based on this, the movement control of the door pocket and the door body is performed by the control device for the platform position variable type door. Examples of the train information stored in the IC tag on the train side include the door position, the number of vehicles, and the train length. Alternatively, only the train ID is stored in the IC tag, a correspondence table between the train ID and the train information is stored on the control device side, and the movement control of the door pocket and the door body is performed using the train information extracted from the correspondence table. May be performed. Also, a train stop position detection device is provided at the platform, and a deviation of the position of the actually stopped train from the standard stop position is detected. For example, the stop position detection device performs measurement based on the positional relationship between the front end of the platform and the train head (for example, distance measurement using a plurality of cameras). From the actual stop position of the train and the train information, the position of the train door on the platform is known.

In the platform doors with variable entry / exit positions, the position of each door pocket (the stop position of the door pocket, that is, the door pocket position immediately before opening) is determined according to the type of the corresponding train, and the train stops at the standard stop position. Assuming that, each door pocket moves to a predetermined position. When a shift from the standard stop position is detected by the stop position detection device, each door pocket moves so as to compensate for the shift.

In the platform doors with variable entry / exit positions, the movement amount (0 to the maximum projection amount) of each door pocket is formed so as to form openings corresponding to the vehicle doors corresponding to the types of trains corresponding to the vehicle doors. And / or the amount of movement of the door pocket itself (between 0 and the maximum protruding amount) is determined, and after each door bag has moved to a predetermined position, the door body or / and the door bag is moved by a predetermined amount to open the opening. Form.

In one aspect, information on the door position of the next train is acquired in advance, and the door position is moved slowly and gently according to the next train before the train enters. By moving in advance, the time for adjusting the door position when the train arrives can be minimized, and unnecessary time can be prevented from being extended unnecessarily. Moreover, the adjustment of the opening / closing position does not require quickness like opening / closing of the door, and it is sufficient that the door can be moved slowly.

In one aspect, the platform door is always moved at a low speed (for example, 40 to 80 mm / s as described later) in a closed state while waiting for a train. For the vast majority of people, it is desirable for safety to make it feel natural to stay away from it without touching it. In the closed state while waiting for the train, the platform door is always moved at a low speed (for example, the platform is reciprocated back and forth in the length direction of the platform and moved toward a predetermined position in accordance with the arrival of the train). The possibility of touching can be reduced, and there is no need to add a warning lamp or a warning sound to notify the danger when moving.

In the platform doors with variable entry / exit positions, the entire platform door moves, so there is a moving body closer to the passenger on the platform than the train. Pleasure, anxiety, discomfort, fear, etc. may occur. These sensations are thought to affect not only speed but also the distance to passengers. For example, if the passenger leaves the platform door or the like while avoiding discomfort or the like, the effective width of the platform is reduced correspondingly, and the space efficiency and the congestion rate may be adversely affected.

The present inventors conducted a subject experiment in order to clarify the relationship between the moving speed of the platform door (low-profile platform fence) and the distance to the passenger so as not to cause discomfort to the user. It was suggested that there was an appropriate speed between ~ 80mm / s with relatively little passenger stress. There are many people who wait about 800mm away at the existing home fence, and the average and median values are less than 700mm under all conditions of the experiment, so at this speed, the effective use range of the home will not be extremely narrowed Conceivable.

[C] Correlation between platform doors with variable platform position and trains Association between platform doors with variable platform position and trains will be described. A device for associating a platform door with a variable entry / exit position and a train includes an input unit, a storage unit, a calculation unit, and an output unit, and includes input information from the input unit and / or storage stored in the storage unit. The calculation unit performs a predetermined calculation using the information, and the calculation result is output from the output unit. Each means of the associating device can be configured by a computer, and each step in the present embodiment can be executed by the computer.

[C-1] Description of Basic Concept The concept necessary for understanding the present invention will be described.

(1) Platform door with variable entrance / exit position The platform door with variable entrance / exit position has a predetermined number of units in the length direction on the platform. It is comprised by setting. In the above description and related drawings, a low-profile unit is disclosed. However, in the present invention, the height dimension of the unit (door bag, door) is not limited. In other words, the platform door with variable entry / exit position according to the present invention includes a so-called home fence type and a full screen type.
The platform door with variable entry / exit position is kept closed when the train stops on the platform and the entrance / exit is open (when entering, passing, leaving, waiting). While the space between the two is closed, an opening is formed between the units in accordance with the entrance of the train when passengers get on and off the train.
In order for passengers to get on and off safely and smoothly, the opening formed between the units is larger than the width dimension of the corresponding entrance and exit. Therefore, when two door bodies on the platform door side correspond to two door bodies on the train side that close the entrance / exit, the width dimension of one door body of the platform door unit is the vehicle. It is larger than the width dimension of one door body of the door.

  For example, in an entry / exit position variable type home door composed of M units, each unit (each door pocket / each door body) is provided with an ID for identifying the M door pockets and the door body of each door pocket. Each unit, that is, each door pocket and each door body, is specified by each ID stored in the storage unit. In the example of FIG. 10, IDs 1, 2, 3, 4, 5, 6,... Are assigned to the units (door pockets) in order from the front, ID11 is assigned to the door on the front side of the unit 1, and the door on the rear side of the unit 1. Is assigned ID12. IDs are similarly given to the door bodies after unit 2.

  The configuration of the platform door with variable entry / exit position is specified from the basic unit configuration, the total number of units, and the position of each unit (door bag / door). The state of the entry / exit position variable type home door at a certain time is specified by the position of each unit (door bag / door) constituting the entry / exit position variable type home door. In the platform doors with variable entry / exit positions, the entry / exit positions can be changed by changing the position of each unit (door / door) according to the different trains that stop on the platform while maintaining the closed state between the platform and the track. It can be variable.

  The position of each unit (door bag / door) is relative to each train in relation to each different train x (k) (for example, the origin of each train is the origin as shown in FIG. 10). Obtained at. Since the platform door with variable entry / exit position is installed on the platform, the actual control specifies the relative coordinate X (k) with respect to the platform (for example, the front end of the platform is the origin as shown in FIG. 10). Is convenient. Actually, there are many cases where the target stop position is determined for each train, and since the detection device for the stop position of the train on the platform is known, if the stop position of the train with respect to the platform is known, the coordinates for the train and The coordinates for the platform can be converted.

10A is a platform PF length _{L PF,} riding position variable home length of the door PFD _{L PFD,} 3 one heterologous train _{T 1,} T 2, _{T 3} length _{L 1,} of the L 2, _{L 3} ( L ₁ is the longest) is a diagram showing the relationship. Typically, L _PF ≧ L _PFD ≧ L ₁ . The difference in length between the longest train _{L 1} and short train _{L 2 is L} 12F ₊ L _12R. The difference between the length L _{PFD of} the boarding position variable _platform door PFD and the length of the train L ₃ is L _PFD3F + L _PFD3R . The length of the blank portion to be described later refers to the case of L _12F + L _12R (the difference between the total length of the longest train and the total length of the short train), and the case of L _PFD3F + L _PFD3R (for example, the existing boarding position variable type home door There is a difference between the total length and the total length of the newly planned train). In FIG. 10A, the difference in length is shown distributed before and after, but actually the distribution before and after the difference differs depending on the stop position of the train and the like.
The platform door with variable boarding / exiting position typically has a length corresponding to the entire length of the longest train that stops on the platform. This includes cases where doors are provided.

Since the platform door with variable entry / exit position is installed on the platform, the longest length is the entire platform length. The total length of the platform on which the platform door with variable entry / exit position is installed is stored in the storage unit. Typically, the total length of the longest train that stops on the platform is shorter than the platform, and a platform full length minus the full length of the longest train (occurring forward and / or backward) occurs on the platform. Such an empty portion does not necessarily need to be closed by a platform door with a variable entry / exit position, and may be closed by a shield such as a fixed door pocket having a door, a fixed fence without a door, or a fixed wall. . For example, in FIG. 10, a fixed fence (indicated by a dotted line) may be provided on the front side of the door body 11 to fix the coordinates of the front end of the door body 11 (even in this case, the door pocket 1 moves forward while retracting the door body 11. Can be moved to).
Or in the unit located in the length direction both ends of the platform door with variable entrance / exit position, you may use as a fixed door pocket provided with the door body by always fixing the position of the door pocket. For example, a platform door having a variable entry / exit position may be provided over the entire length of the platform, and one or more units on the front side and the rear side may be fixed and used as a shield.
In one aspect, fixed door pockets (which may be fixed fences) are provided at both ends in the length direction of the platform position variable type home doors installed on the platform, and the platform position variable type home doors are arranged between the front and rear fixed door pockets. It can move in the direction. In other words, the platform door with variable entry / exit position can close the distance between the fixed door pockets, and the door door is opened by determining the position of the door pocket and the door body between the fixed door pockets, so that the opening can be adjusted to the train entrance / exit. It can be formed.

The technical idea of the association according to the present invention is established independently of the movement range of the unit, but the movement range of each unit (door pocket) of the platform position variable type door is the mechanical movable range of the door pocket. Can be affected. For example, when each door pocket can reciprocate only within a predetermined range by driving means provided on the rail side, the door pocket cannot move beyond the movable range. On the other hand, when each door pocket is provided with a driving means, the degree of freedom of movement of each door pocket is large except for the limitation that it cannot overlap or overtake the adjacent door pocket.
In determining the configuration of the platform door with variable entry / exit positions, if there is a mechanical movable range of each unit, the step of comparing the movement range required for each unit obtained by calculation with the movable range of each unit is included. Those skilled in the art will appreciate that it may be provided. Alternatively, it is understood by those skilled in the art that when the mechanical movable range is known, the calculation may be performed using the movable range as a condition for performing the calculation. Therefore, the technical idea of the present invention can also be applied to a unit having a limited movable range.

(2) Maximum width dimension and minimum width dimension of the basic unit A unit consisting of one door pocket and one or more door bodies has a first posture in which all door bodies protrude from the door pocket to the maximum, and all door bodies are The second posture stored in the door pocket is taken as much as possible. The width dimension of the unit in the first position is referred to as the maximum width dimension, and the width dimension of the unit in the second position is referred to as the minimum width dimension.
The maximum width dimension and the minimum width dimension of the unit are stored in the storage unit.

Examples of the configuration of the unit include a type in which the door body projects from both sides of the door pocket, and a type in which the door body projects only from one side of the door pocket.
When the former mode, that is, the basic unit is composed of one door pocket and two door bodies projecting from both sides of the door pocket, as shown in FIG. Assuming that “a” is the effective dimension of each door (maximum protruding dimension) and “b”, the maximum width of the basic unit is “a + 2b”. If each door body can be completely retracted into the door pocket, the minimum width dimension of the basic unit is “a”.
It will be understood by those skilled in the art that the maximum width dimension and the minimum width dimension of the basic unit are determined according to the specific configuration of the basic unit.

(3) Target stand-by position The target stand-by position refers to a position immediately before the entrance / exit position variable type platform door forms an opening in accordance with the entrance / exit of a train that has stopped on the platform. Since the position of the entrance / exit of each different train relative to the platform can be different, the target standby position of each unit is set for each different train.
In the platform door with variable entry / exit positions, both the door pocket and the door body are movable, so the target standby position of each unit is determined by the target standby position of the door pocket and door body of each unit.

In the actual control mode example, for each different train, the target standby position is set in association with the ID for all door pockets / door bodies, and means for detecting the current position of each door pocket / door body is provided. The motor is instructed so that each door bag / door moves to the target standby position before the target dissimilar train stops.
The moving distance of each unit between target standby positions corresponding to different trains is set to be within the mechanical movable range of the unit.

[C-2] Concept of association In order to determine the configuration of the platform doors with variable entry / exit positions, it is necessary to determine which unit the opening is to be formed corresponding to which entrance / exit of the target train. For this reason, it is necessary to associate each unit of the platform door with variable entry / exit positions for each different train.

In the present invention, when a certain train that stops on the target platform has N entrances and exits, by dividing the train at each entrance and exit, one front end portion and N-1 intermediate portions Divide into one rear end region. Both front and rear ends of each intermediate part are partitioned by a dividing line. N-1 IDs for identifying these intermediate parts, front end parts, and rear end parts are given. For example, IDs are assigned sequentially from the front of the train. (In the figures of the present application, the left traveling direction, that is, front, right side is the rear side) example of FIGS. 11 to 13 in the train having nine access opening D ₁ to D _9, the front end portion F, divided into _eight intermediate sites I _{1 to} I ₈ and rear end region R.

The length dimensions l ₀ to l ₉ of the N−1 intermediate portions I _{1 to} I ₈ , the front end portion F, and the rear end portion R are stored in association with the ID of each portion. In the example of FIG. 11, the length dimension of the front end part F is l ₀ , and the length dimensions of the intermediate parts I _{1 to} I ₈ are l _{1 to} l ₈ , respectively. the size is _{l 9.}

Each section is specified, for example, by coordinates with the origin of the train as the origin, and the length of each part is acquired as a difference in coordinate values.
An ID is assigned to each entrance, and the width dimension of each entrance is stored in association with the ID.
The entrance / exit included in each of the N−1 intermediate parts, the front end part, and the rear end part is stored in association with the ID of each part and the ID of each entrance / exit.
Typically, the entrance / exit ID is a vehicle door ID, and when the vehicle door includes a plurality of door bodies (for example, double doors), each door body is also given an ID. Further, when the vehicle door is a single door, it can be handled as vehicle door ID = gateway ID.

Typically, the vehicle door is a double door with two doors that can be separated from each other, and each door closes a half of the width direction of the entrance and exit. When the door tips of the door bodies are in contact with each other, the vehicle is closed and the vehicle entrance / exit is closed, and the two door bodies are separated to open the entrance / exit. For example, by assigning an ID to each door body, it is possible to identify each entrance and a half of the entrance by using two door IDs.
For example, in the nine entrances D _{1 to} D ₉ shown in FIG. 11, the two door bodies forming the entrance D ₁ are designated as D ₁₁ and D _{12 in} order from the front. The entrance D ₁ can be specified by D ₁₁ + D ₁₂ , the front half of the entrance D ₁ can be specified by D ₁₁ , and the rear end of the entrance D ₁ can be specified by D ₁₂ . Similarly, the _two door bodies corresponding to D ₂ are the two door bodies corresponding to D ₂₁ , D ₂₂ , and D 3, and the two door bodies corresponding to D ₃₁ , D ₃₂ , and D 4 are D ₄₁ , D _42, D5 _D 51 the two door body which corresponds _{to, D} 52, D6 two door bodies corresponding to _{D 61, D 62,} D7 two door bodies corresponding to _{D 71, D 72,} The two door bodies corresponding to D8 are D ₈₁ , D ₈₂ , and the two door bodies corresponding to D9 are D ₉₁ and D ₉₂ , respectively.

  Here, the entrance / exit means an entrance / exit that is actually opened for the purpose of passenger getting on / off when the train stops on the target platform. For example, in a vehicle with a train equipped with four entrances (vehicle doors) on both cars, when only three of the four entrances are opened when the vehicle stops on a certain platform, it is actually opened. Three entrances and exits are subject to division.

“Partitioning at each entrance / exit” means to partition at a part within the width of the entrance / exit or at an end in the width direction, and the following modes can be exemplified.
It divides in the center of the width direction of an entrance / exit (refer FIG. 11).
In this case, the intermediate portion refers to an area from the center of the entrance / exit to the center of the adjacent entrance / exit. Entrance portions are included in the front end portion and the rear end portion of each intermediate portion.
The front end part corresponds to the area from the beginning of the train to the front half D ₁₁ of the front vehicle entrance D ₁ , and the rear end part is a train from the rear half D ₉₂ of the last vehicle entrance D _9. This is the area corresponding to the last part.

It is divided at the rear edge (opposite to the traveling direction) of the entrance / exit (see FIG. 12).
In this case, the intermediate portion refers to an area from the rear edge of the entrance / exit to the rear end edge of the adjacent entrance / exit. An entrance / exit is included in the rear end of each intermediate part.
Front end site, area corresponding to the portion from the train leading to the rear edge of the vehicle door opening D ₁ of the front-most, the rear end portion is the portion from the rear edge of the last vehicle door opening D ₉ to the train end It becomes the corresponding area.

It divides in the front (traveling direction) edge of the entrance / exit (refer FIG. 13).
In this case, the intermediate portion refers to an area from the front edge of the entrance / exit to the front end edge of the next entrance / exit. A front / end end of each intermediate part includes an entrance / exit.
Front end site, area corresponding to the portion from the train leading to the front edge of the vehicle door opening D ₁ of the front-most, the rear end portion is the portion from the front edge of the last vehicle door opening D ₉ to the train end It becomes the corresponding area.

You may divide in the door-end side site | part (contact | abutting site | part of the door-end sides of two door bodies) at the time of closing of the vehicle door (double door) which opens and closes an entrance / exit. In this case, if the projecting width dimensions of the two door bodies in the closed posture are the same, the door toe portion of the vehicle door in the closed posture coincides with the center of the opening width of the vehicle entrance / exit, It is the same as partitioning at the center of.
The intermediate part may be defined with reference to a position other than the above (part that is not centered within the width) of the entrance / exit. In this case, the position in the width direction of the entrance / exit is stored, and the width dimensions of the front side portion and the rear side portion are stored.
As shown in each figure, when a train is divided into a front end part, an intermediate part, and a rear end part, it is desirable to uniformly divide the train in the same way, but the present invention is as described above. It is not limited.

Thus, by “dividing at each entrance / exit”, each intermediate portion includes part or all of the entrance / exit.
Examples of the “width dimension of the entrance / exit” included in each intermediate portion include the following cases.

When a part of the entrance / exit is located at both ends of the intermediate part, the “width dimension of the entrance / exit” included in each intermediate part is the total dimension of the widths of the two entrance / exit parts (see FIG. 11). In the intermediate portion I ₁ of FIG. 11, "the width of the door opening," contained in the intermediate region is the sum of the width dimension of the width dimension and the door D ₂₁ of the door body D _12. In this case, for example, if both the part of the entrance / exit on one end side and the part of the entrance / exit on the other end side are half the width of the entrance / exit (same width), as a result, they are included in each intermediate portion. The “width dimension of the entrance / exit” is the width dimension (½ + ½) of one entrance / exit. Or you may partition so that the sum total (for example, 2/5 + 3/5) of the width dimension of the part of the entrance / exit part contained in both ends may become the width dimension of one entrance / exit.
Moreover, although the width dimension of each entrance / exit is made the same in said description, the width dimension of each entrance / exit is not necessarily constant. For example, when the train is composed of a mixture of different types of vehicles, the width dimension of the entrance / exit may be different. As an example in which the width dimension of the entrance / exit is different, there is a case where a single door opens and closes a narrow entrance / exit.
In FIG. 11A, successive intermediate portion _{I n} (length _{l n),} the _{I n + 1} (length _{l n + 1), I n} the central portion from the central portion of the door opening _{D n + 1} of the door opening _{D n, I n + 1} is boarding Although the central portion of the mouth _{D n + 1} are partitioned up central portion of the door opening _{D n + 2,} the width of the door opening _D n + _{1, D n + 2} to the width of the door opening _{D n} are different.
In such a case, for example, there may be a mode in which a part of the entrance / exit (D _n ) is located at one end of the intermediate part and the whole entrance / exit (D _{n + 1} ) is located at the other end. .

When the entire entrance / exit is located only at one of the front and rear ends of the intermediate part, the “width dimension of the entrance / exit” included in each intermediate part is the width dimension of the entrance / exit (FIG. 12). 13). In the intermediate portion I ₁ of FIG. 12, "the width of the door opening," contained in the intermediate portion is the width of the doorway D _2. In the intermediate portion I ₁ of FIG. 13, "the width of the door opening," contained in the intermediate portion is the width of the doorway D _1.

  For some or all of the entrances / exits included in each intermediate part (for example, specified by the door body ID), the position (both ends of the intermediate part, the front end, the rear end) and the width dimension are associated with the ID of the intermediate part. And stored in the storage unit.

  As an aspect of the “width dimension of the entrance / exit” included in the front end part F and the rear end part R, when the front end part does not include the width dimension of the entrance / exit (FIG. 13), the front end part has a width dimension of the entrance / exit. If the front end part includes the entire width dimension of the entrance / exit (FIG. 12), if the rear end part does not include the width dimension of the entrance / exit (FIG. 12), get on / off the rear end part There are cases where a part of the width dimension of the mouth is included (FIG. 11) and cases where the entire width dimension of the entrance / exit is included in the rear end portion (FIG. 13).

  In this way, the train is not divided for each vehicle door or for each vehicle, but is divided into a part (intermediate part) from the entrance / exit to the entrance / exit. Since the intermediate part is set completely independently of the vehicle, there are some parts including a connecting part of the vehicle, and the length of the intermediate part is not constant even in the same train. Then, one or a plurality of units (unit groups) are assigned to each intermediate part. That is, the unit group is made to correspond to the area between the adjacent entrances and exits of the train stopped on the platform. In the description of the present specification, the description will mainly be made based on the mode in which the unit in FIG. 7A corresponds to the partition mode in FIG. 11, but the combination of the train partition mode and the unit configuration mode is not limited. . For example, the unit shown in FIG. 7B may correspond to the partition mode shown in FIGS.

  In one aspect, the maximum width dimension and the minimum width dimension of the unit are used to associate the unit group with each intermediate portion. As described above, the maximum width dimension and the minimum width dimension of the unit can be calculated from the configuration of the unit and are stored in the storage unit in advance. For example, when the door body protrudes from both sides of the door pocket a, the maximum protrusion dimension of the door body is b, and when the door body is completely drawn into the door pocket and stored, the maximum width dimension of the unit is , A + 2b, and the minimum width dimension is b (see FIG. 9). For example, if a = 1400 mm and b = 1100 mm, the maximum width dimension is 3600 mm and the minimum width dimension is 1400 mm.

The allocation of the unit group to the intermediate part corresponds to each intermediate part using the maximum width dimension, the minimum width dimension of each unit, the length dimension of each intermediate part, and the width dimension of the entrance / exit included in each intermediate part. This is done by obtaining the maximum and minimum number of units. The acquired maximum number and minimum number are stored in the storage unit. There may be a case where the maximum number = the minimum number.
A unit group consisting of a number of units selected from the range of the acquired maximum number and minimum number is assigned to each intermediate part. How to select from the range of the acquired maximum number and minimum number is an item that can be appropriately set by those skilled in the art, and can be instructed in advance as a program. For example, all combinations may be selected and stored in the storage unit in the initial stage, and may be narrowed down by applying conditions in a later process. Alternatively, the minimum number or the maximum number may be selected as the initial value.
The unit group consisting of the number of units selected from the range of the maximum number and the minimum number can close the area corresponding to the length of the corresponding intermediate part, and the entrance / exit included in the corresponding intermediate part (partially Alternatively, the openings can be formed corresponding to all of them.

The maximum number is obtained by dividing the size of each intermediate part-the width dimension of the entrance / exit included in the intermediate part by the minimum width dimension of one unit (rounded down). Here, it is considered that as many units as possible are included in the “dimension of the intermediate part—the width dimension of the entrance / exit included in the intermediate part”.
The minimum dimension for accommodating k units is “k × minimum width + width dimension of entrance / exit included in intermediate part”. In the example of a = 1400 mm, b = 1100 mm, and the width dimension of the entrance / exit included in the intermediate part = 1300 mm, the minimum dimension for accommodating one unit is 1400 + 1300 = 2700 mm, because two units can be accommodated. The minimum dimension is 2800 + 1300 = 4100 mm, and the minimum dimension for accommodating three units is 4200 + 1300 = 5500 mm.

When explained in FIG. 14 (A), the dimensions of the intermediate portion I _n a is l _n, the width of the entrance of the portion contained in the front side of the intermediate portion I _n is d / 2, of the intermediate portion I _n The width dimension of the entrance / exit part included in the rear side is d / 2, and the minimum width dimension of one unit is a. The minimum dimension l _n ′ = l _n −d / 2−d / 2 for accommodating the maximum number of units, and the maximum number is (l _n −d) / a (decimal point truncation).
In the example of FIG. 14 (A), so that the intermediate portion I _n the unit groups of three units associated. From the state shown in FIG. 14 (A), the unit group consisting of three units can extend the entire length of the unit group by projecting the door body by at least two units at both ends. front entrance portion of that contained in the site I _n, the portion corresponding to the portion of the rear side of the door opening can be closed. Further, as shown in FIG. 14 (A), the unit group can be part of the front side of the door opening in the intermediate portion I _n, corresponding to the portion of the rear side of the door opening to form an opening.
In one embodiment, a margin δ is set in advance, and the value obtained by further subtracting δ from the dimension of each intermediate part minus the width of the entrance / exit included in the intermediate part is divided by the minimum width dimension of one unit. May be obtained (decimal point truncation). The value of the margin δ can be appropriately set by those skilled in the art.

The minimum number is obtained by dividing the dimensions of each intermediate part by the maximum width dimension of one unit (rounded up). Here, it is considered that at least the size of the intermediate portion is made to correspond with as few units as possible.
The maximum dimension that the k units can handle is “k × maximum width dimension”. In the example of a = 1400mm and b = 1100mm, the maximum dimension that one unit can handle is 1400 + 2200 = 3600mm, the maximum dimension that two units can support is 7200mm, and three units correspond. The largest possible dimension is 10800 mm.

In the example of FIG. 14 (B), the will be the intermediate portion I _n the unit group composed of two units associated. Unit group composed of two units, from the state shown in FIG. 14 (B), by pulling the at least two units door body at both ends in the door pocket side, the front side the unit group is contained in the intermediate portion I _n An opening can be formed corresponding to the entrance / exit part and the rear entrance / exit part. Further, as shown in FIG. 14 (B), the unit group can closure portion of the front side of the door opening in the intermediate portion I _n, the portion corresponding to the portion of the rear side of the entrance.
In one embodiment, the margin δ may be set in advance, and the value obtained by adding δ to the dimension of each intermediate portion may be divided by the maximum width dimension of one unit (rounded up). The value of the margin δ can be appropriately set by those skilled in the art.

In summary, the device for assignment of units to intermediate sites is
Means for storing a length dimension of an intermediate portion defined between a first lane line at a first entrance / exit of a train and a second lane line at a second entrance / exit located adjacent to the first entrance / exit When,
Means for storing the width dimension of the entrance included in the front end side and / or the rear end side of the intermediate portion;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
The number of units corresponding to each intermediate part using the length dimension of the intermediate part and the maximum width dimension, minimum width dimension of one unit, or all or part of the width dimension of the entrance / exit included in each intermediate part Unit number calculating means for calculating
Unit group assigning means for assigning one or more units (hereinafter referred to as “unit group”) calculated by the unit number calculating means to the intermediate portion.
In one aspect, the unit number calculating means calculates the maximum number and the minimum number of units corresponding to the intermediate part,
The unit group assigning means assigns a unit group comprising a number of units selected from the range of the maximum number and the minimum number to the intermediate portion.
Although the assignment of the unit group to the intermediate part has been described, the maximum width of the unit can also be assigned to the assignment of the unit group (end unit group) to the front end part and the assignment of the unit group (end unit group) to the rear end part. It is possible to perform the same method using the dimension and the minimum width dimension. It should be noted that the assignment of the end unit group may have various modes as compared with the unit group to the intermediate part.
For example, when partitioning at the center of the entrance / exit, it is necessary to assign one or more units to the front end portion and the rear end portion, respectively (see FIG. 11).
Also, the configuration of the end unit group may differ depending on whether or not the area corresponding to the entire length of the front end portion and the rear end portion is closed by the unit. For example, the front end part or the rear end part may be closed with one or more units + another fixed shield.
In addition, when assigning the number of units corresponding to the length of the front end part and the number of units corresponding to the length of the rear end part to the front end part and the rear end part, respectively, the stop position of the train with respect to the platform Therefore, if there is room on the front side and the rear side on the platform, a plurality of units can be installed beyond the length of the front end portion and the length of the rear end portion.

As described above, each of the different types of trains that stop on the target platform is associated with each unit of the platform doors with variable entry / exit positions.
Each train that stops on the target platform is given an ID, and for each train, the ID of each intermediate part, front end part, rear end part, each entrance / exit (vehicle door) is set, and These dimensions are stored in association with each ID of each train.
In the process of determining the configuration of the platform position variable type home door, each unit (each door bag and each door body) is assigned an ID for identifying each door bag and the door body of each door pocket. Each unit, that is, each door pocket and each door body, is specified by an ID stored in the storage unit, and is associated with each intermediate portion, front end portion, and rear end portion of each different train using this ID.

[C-3] How to determine the number of units In the case of an existing platform door with a fixed door pocket, the platform door and the entrance / exit of the train correspond one-to-one, so one type of train that stops on the platform Doors may be installed in accordance with the entrances and exits between the doors, and the doors may be closed with fixed door pockets or fixed wall bodies. On the other hand, in the case of a platform door with variable entry / exit position, it is assumed that the platform door with variable entrance / exit position installed on the platform corresponds to a plurality of different types of trains that stop on the platform. When the type platform door is first installed on the platform, it is important how to determine the number of units efficiently.
In the determination of the number of units, the above association concept is also used.
It should be noted that the platform door with variable entry / exit position according to the present invention includes a case where only the part of the length of the train that stops on the platform and the track are closed (if some part may be used for some reason, or fixed) When combined with a fence or the like), typically, at least the entire length of the train that stops on the platform and the track are closed.

In one aspect, the first unit number corresponding to the length dimension of all the intermediate parts and the second unit number corresponding to the front end part and the rear end part are obtained, and the first unit number and the second unit number are obtained. The total number of units is the total number of units for the platform doors with variable entry / exit positions. The first number of units can be obtained by adding the number of units corresponding to the length of each intermediate part.
The first number of units is the number of units that can close the lengths of all the intermediate parts of the longest dissimilar train that stops on the target platform.
The second unit number is typically the number of units capable of closing at least the lengths of the front end portion and the rear end portion, but the front end portion and the rear end in combination with a fixed fence or a fixed wall body, etc. The length of the part may be closed. For example, one unit may be assigned to each of the front end portion and the rear end portion, and the length dimension of the front end portion and the rear end portion may be closed by 1 unit + fixed shield (fixed fence or the like).

In one aspect, determining the number of units is
In the longest train that stops on the platform, by dividing it at each entrance and exit, it is divided into one front end part, a plurality of intermediate parts, and one rear end part, and the length dimension of each part is obtained, and all intermediate parts are obtained. Determining a first number of units corresponding to a length dimension of
Determining a second unit number corresponding at least to the length of the front end portion and the rear end portion;
The total number of units is the sum of the first unit number and the second unit number, and these steps are executed by each means constituted by a computer.
When calculating the first unit number and the second unit number, the maximum number and the minimum number using the maximum width dimension and the minimum width dimension of the unit can be used. Alternatively, the number may be calculated using an average dimension of the maximum width dimension and the minimum width dimension.

In one aspect, the first unit number is:
In each heterogeneous train that stops on the platform, by dividing at each entrance and exit, dividing into one front end part, a plurality of intermediate parts, one rear end part, and obtaining the length dimension of each part;
For each different train, using the maximum width dimension of one unit, the minimum width dimension, the length dimension of each intermediate part, the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Obtaining a minimum number;
Obtaining a maximum total number of units and a minimum total number for each train by adding a maximum number and a minimum number for each different train; and
And determining the overlapping range between the maximum total number and the minimum total number of each different train and setting the number selected from the overlapping range as the first unit number, and these steps are executed by each means constituted by a computer. Is done.
For the acquisition of the maximum number and the minimum number, the description in the association can be referred to.

It is quite possible that the lengths of different types of trains that stop on the target platform are different.
In this case, in one aspect, before obtaining the overlapping range of the unit maximum total number and the minimum total number of each different train, the maximum total number and the minimum total number of the short train units are corrected according to the longest train.

There are several methods for correcting the maximum total number and the minimum total number of short train units.
In one aspect, obtaining a difference in length between the correction target train and the longest train;
Determining a virtual maximum number and a virtual minimum number of units corresponding to the difference using a minimum width dimension and a maximum width dimension of one unit;
Adding the virtual maximum number and the virtual minimum number to the maximum total number and the minimum total number of units in the correction target train, respectively.
In one aspect, the difference between the lengths of the correction target train and the longest train is the difference between the lengths of all the intermediate portions of the correction target train and all the intermediate portions of the longest train.
The total length of each train and the dimensions of each part of each train are stored in the storage unit, and a difference in length can be calculated using a part or all of these. Alternatively, the length difference may be calculated in advance and the length difference may be stored in advance.
As another correction method, the ratio of the total length of the longest train and the correction target train may be multiplied by the maximum total number and the minimum total number of units in the correction target train.

  In one aspect, the first unit number is a minimum total number of units in the overlapping range. Constructing a platform door with a variable number of entry / exit positions from a smaller number of units reduces the manufacturing and management costs of the platform doors with a variable entry / exit position and simplifies the control of each unit by simplifying the configuration. It can be carried out.

In the above aspect, the overlapping range of the unit maximum total number and the minimum total number of each different train is obtained, and the number selected from the overlapping range is the first unit number. First, for each different train, the first unit number The maximum total number and the minimum total number of the total number of the second unit number are obtained and stored, the overlapping range of the unit maximum number and the minimum total number of each different train is determined, and the number selected from the overlapping range is determined as the total unit The total number may be used. For example, in the calculation of the second unit number, the length of the front end part, the length of the rear end part, the maximum width dimension of the unit, the maximum number using the minimum width dimension, and the minimum number are used to calculate the first unit number. You may calculate similarly to the number of units.
In this case, as described above, the correction based on the difference in train length can be performed before obtaining the overlapping range of the total number between the trains.

The first unit number may be determined based on only the longest train.
Specifically, the first unit number is
In the longest train of each heterogeneous train that stops on the platform, by dividing at each entrance, it is divided into one front end part, a plurality of intermediate parts, one rear end part, and the length dimension of each part is obtained,
In the longest train, using the maximum width dimension, minimum width dimension of each unit, the length dimension of each intermediate part, and the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, the minimum Get the number
In the longest train, the maximum number and the minimum number are obtained by adding the maximum number and the minimum number, respectively, and the number of units selected from the range of the maximum unit number and the minimum unit number is set as the first unit number.

  In one aspect, the second unit number has a length corresponding to at least the longest train total length of the platform door composed of a predetermined number of units that is the sum of the first unit number and the second unit number, and The number of home doors made up of a predetermined number of units is determined so as to fit within the platform length.

[C-4] Unit Arrangement Determination Once the total number of units of the entry / exit position variable type home door is determined, the unit arrangement is determined. The arrangement of the units includes (1) an allocation step for each unit, and (2) a step for determining a target standby position for each allocated unit.

[C-4-1] Assignment of each unit to each part of each train Each unit is assigned to the middle part, front end part, and rear end part of each train. By this operation, a unit group and an end unit group are allocated to each intermediate part, front end part, and rear end part of each train. Specifically, the ID of each intermediate part, front end part, and rear end part of each train is associated with each unit (door bag, door body) ID and stored in the storage unit.

  First, a unit of the first unit number is distributed to each intermediate part of each vehicle door for each different train. When allocating, the maximum number and the minimum number corresponding to each intermediate portion of each train stored when determining the number of units can be used. The maximum number and the minimum number are the upper and lower limits of units that can be assigned to the intermediate part.

In one aspect, the step of assigning a unit group to each intermediate part is performed by assigning units of the first number of units out of the total number of units.
Assigning a minimum number of units corresponding to each intermediate site to each intermediate site;
When an extra unit occurs, allocating the extra unit in order from the largest length of the intermediate portion;
These steps are executed by each means constituted by a computer.
At this time, the maximum number stored corresponding to each intermediate portion is not exceeded.

  In one aspect, when an extra unit that has not been assigned to the intermediate part in the unit of the first unit number occurs, the extra unit is assigned to the front end part and / or the rear end part. .

It is quite possible that the lengths of different types of trains that stop on the target platform are different.
In this case, in one aspect, when assigning the unit group to each intermediate part in a short train, a part of the number of units of the first unit number is assigned to each intermediate part.
The “partial number of the first unit number” may be determined before the assignment, and the number in that case can be appropriately determined by those skilled in the art. For example, using the minimum total number of short trains, calculate the number of empty parts by dividing the difference from the longest train by the average of the maximum and minimum dimensions of the unit, and subtract the number of empty parts from the first unit number. For example, the number obtained by multiplying the first unit number by the ratio of the longest train to the short train may be used.
Alternatively, the total obtained as a result of assigning the number of units within the range of the maximum number to the minimum number corresponding to each intermediate part may be “a part of the number of first units”. In this case, in the short train, the extra units that are not assigned to the intermediate part in the unit of the first unit number are assigned to the difference from the longest train (blank part), the front end part and / or the rear end part. become.
If the different lengths of multiple different trains that stop on the target platform are different, and the short train stops on the platform, the platform door with variable entry / exit position is the space corresponding to the entire length of the short train and the blank on the platform. The part (caused by the difference between the length of the longest train and the short train) needs to be closed, and the unit needs to correspond to the blank part.

  Typically, the platform door is configured such that a portion corresponding to the entire length of the train is closed by the platform door, and each middle portion of each train is assigned a unit group, In trains other than the longest train, a unit group corresponding to the blank portion that is the difference in length from the longest train is assigned, and the number of units corresponding to the length of the front end portion is assigned to the front end portion of each train. An end unit group including units is assigned, and an end unit group including a number of units corresponding to the length of the rear end portion is assigned to the rear end portion of each train.

[C-4-2] Determination of target standby position of each assigned unit When a unit group (consisting of one or more units) is assigned to each intermediate part, front end part, and rear end part for each different train, The target standby position of each unit is determined for each different train.
When it is assumed that the part corresponding to the total length of the train is closed by the platform door, the target standby position for the train of the doors and doors of each unit is the part corresponding to the total length of the train at the target standby position. It is determined that each entrance is located within an opening width that is closed by a door and is formed between adjacent unit groups from the target standby position.
In FIG. 15E, the opening width d on the platform door side when the train entrance / exit is fully open and an opening is formed between the adjacent units k, k-1 corresponding to the entrance / exit. The relationship between the opening width d of the entrance / exit corresponding to 'is shown. A difference (r _k−1 , α _k ) between the opening width d ′ on the platform door side and the opening width d of the entrance / exit corresponding to the opening width d ′ is referred to as an opening margin. The conditions required for these are d ′ ≧ d, r _k−1 ≧ 0, and α _k ≧ 0. Here, rk _-1 is a front end portion of an opening formed between the k-1th unit and the kth unit (in the illustrated example, the rear end portion of the door pocket of the k-1th unit). And the corresponding front end of the entrance / exit. α _k is the rear end of the opening formed between the k−1th unit and the kth unit (in the illustrated example, the front end of the door of the kth unit) and the rear of the entrance / exit. The distance from the side end.
In other words, “each entrance is located within the opening width formed between adjacent unit groups” means that the front and rear end portions of the formed opening portion and the front and rear end portions (width direction end portions) of the entrance and exit ports. One or both of them match (in the latter case, the width d ′ of the opening and the width d of the entrance / exit are the same).
By increasing the opening width d ′ as much as possible, the opening margin can be increased. Since the space of the opening width d ′ needs to be closed before the corresponding entrance / exit is opened, the size of the opening width d ′ is determined by assuming that the door pocket does not move when the opening is formed. Limited to the protruding dimensions of the body.
In one aspect, the opening margin is provided evenly on the left and right of the entrance / exit, that is, r _n−1 = α _n , but may be r _n−1 = 0 or α _n = 0.
With respect to a certain intermediate portion, the intermediate portion is closed by the unit group at the target standby position, and the door body positioned on the front end side and / or the rear end side of the unit group in the closed posture is the intermediate portion. Corresponding to the entrance / exit included on the front end side and / or rear end side, and by opening the door body located on the front end side and / or rear end side of the unit group from the target standby position It decides so that an opening part margin may be formed between the entrance and exit.
The target standby position determination means corresponds to the projection dimension of the door body at the target standby position (in one aspect, the maximum projection dimension b is not limited thereto) (that is, is closed by the door body). Should have means for comparing the width of the part (part or all) of the entrance / exit, and if the projecting dimension of the door body is larger than the width of the part of the entrance / exit to be closed, an opening margin can be formed It is.

In one aspect, the target standby position of the door pocket and door body of each unit is
The length dimension of each unit group at the target standby position matches the length dimension of the corresponding intermediate part,
By moving only the door body from the target standby position, it is determined that each entrance is located within the opening width formed between adjacent unit groups.

  In one aspect, the target standby position is determined by determining the position of the unit distributed to each part so that the margin of the opening of the unit with respect to the vehicle entrance / exit is maximized in each part.

In FIG. 15, it is assumed that two units are assigned to a certain intermediate part. At this time, as shown in FIG. 15 (A), the unit minimum width dimension (door pocket width dimension) is a, the intermediate part is l (n), and the entrance / exit part included in the front part of the intermediate part is The dimension is d / 2, and the dimension of the entrance / exit part included on the rear side of the intermediate part is d / 2.
In addition, the distance between the rear side end of the front entrance of the intermediate part and the front side end of the front door of the front unit is α, the rear end of the front door of the front unit and the rear unit The distance between the front end of the door and the front end of the doorway of the rear unit and the rear end of the rear door of the rear unit is γ.
α + β + γ is the length covered by the door protruding from the door pocket, and α + β + γ = 1 (n) −d−2a.

Increasing the opening margin is to increase the distance between α and γ. Here, as shown in FIG. 15B, it is necessary to examine whether the length of the door body protruding from the door pocket is sufficient.
The upper limit of α is the maximum protrusion dimension b of the door body−the width dimension d / 2 of the part of the entrance / exit to be closed by the door body.
That is, 0 ≦ α ≦ b−d / 2.
The same can be considered for γ.

  If it is considered that the opening margins before and after the intermediate portion are equal, β = 0 when half of α + β + γ is smaller than b−d / 2 (FIG. 15C).

  When half of α + β + γ is greater than b−d / 2, these differences are β (FIG. 15D). The door body is projected by the distance β, but how much the door body of which unit of the adjacent unit is projected is a matter that can be appropriately set. In one embodiment, each door is projected evenly by β / 2.

15 (C) and 15 (D) has the maximum opening margin, and the position of each unit (door bag, door) within the range of the opening margin that does not cause a problem in actual use. Can be adjusted. Information necessary for the position adjustment is the distance that the door can protrude from the target standby position in each unit of each different train and the distance that can be stored. These obtain the relative positional relationship between the door pocket and the door body in each unit and the unit width dimension at the target standby position from the door pocket and door body target standby position in each unit, and obtain the maximum width dimension and minimum width dimension of one unit. Can be used to calculate.
For example, when it is desired to equalize the opening margin as much as possible, the opening margins for all the entrances and exits may be compared and the position may be adjusted so that the opening margin is as uniform as possible.
Note that the setting of the opening margin can be influenced by the partition mode of the train. The above example is based on the partition mode shown in FIG. 11, but considering the same unit, for example, the partition mode of FIG. 13 can take a value in the range of 0 ≦ γ ≦ b. That is, when there is no entrance / exit corresponding to the door at the rear end of the unit group (the width dimension of the entrance / exit portion to be closed by the door is 0), γ = b can be taken, and γ = 0 In this case, the front end of the entrance / exit coincides with the rear end of the door pocket of the unit, and the opening margin becomes zero.
Moreover, the unit of FIG. 7 (B) can be made to respond | correspond to the division aspect of FIG.12 and FIG.13 (maximum protrusion dimension of a 2 step | paragraph door body> width dimension of an entrance / exit). In this case, the range covered by the unit group at the target standby position may or may not match the corresponding intermediate part. In the former case, no opening margin is formed on the front side in the case of FIG. 12, and on the rear side in the case of FIG. In the latter case, in the determination of the target standby position after associating the unit group with each partitioned intermediate part, for example, in an optimization step, an opening margin is formed both before and after the entrance / exit, The opening range may be moved forward or backward from a position where the range covered by the unit group at the target standby position coincides with the corresponding intermediate part (or the train stop position may be shifted forward or backward).
When the different lengths of different types of trains that stop on the target platform are different, if the short train stops, the platform door with variable entry / exit position will be located at the part corresponding to the full length of the short train and the blank part on the platform. It is also necessary to determine the target standby position of each corresponding unit (door bag and door body). The unit corresponding to the blank portion does not need to be opened according to the entrance and exit, and the position may be determined so that the closed state is maintained. Moreover, you may move, maintaining a closed state.

  In one aspect, the target stand-by positions of the door pocket and the door body are acquired with coordinates based on the train for each train. Typically, the tip of the train is the origin, but the tip is not necessarily the origin.

In one aspect, a target stop position of each train on the platform is given, and the target standby position is acquired by coordinates with reference to the platform. Typically, the front end of the platform is the origin, but the front end is not necessarily the origin.
In one aspect, the method includes a step of calculating a difference (movement distance) of the target standby position of each door pocket corresponding to a different type of train that stops on the platform, and when the mechanical movable range of the door pocket is set, Compare each travel distance and range of motion. That is, there is provided means for determining whether the obtained movement distance between the target standby positions is within the movable range.
If the required movement distance of the unit (door pocket) is within the movable range of the door pocket, the home door can accommodate different types of trains. Further, the difference between the movable range and the required moving distance is the distance that the platform door can overrun.
When the required movement distance of the unit (door pocket) is outside the movable range of the door pocket, all or part of the configuration determining step is repeated. Or it respond | corresponds using the means of the optimization mentioned later.
If the movable range is known in advance, the movable range may be used as the limiting condition in the calculation stage of the configuration determining step.

When a plurality of different types of trains stop on the target platform, the target standby position of each unit (door pocket and door) differs for each type of different trains. That is, all or part of the unit needs to move depending on the train that stops on the platform.
It will be appreciated by those skilled in the art that the target standby position of each unit of each heterogeneous train can be optimized.
Optimization is the adjustment of the target standby position according to the purpose.
For example, if the purpose is to shorten the moving time, the target standby position is adjusted so that the moving time of the unit is shortened. That is, a unit (door pocket) having the largest difference in the target standby position (longest movement distance) or a plurality of units having a large movement distance are specified in descending order, and the movement distance of one or a plurality of units (door pockets) having a large movement distance. The target standby position is adjusted so that becomes smaller.
If the purpose is to shorten the total travel distance (energy saving), the total travel distance of each unit (door pocket) between different trains on the target platform for a predetermined period (for example, 1 day) is the target standby position for each different train of each unit. And the target standby position for each different train is optimized so that the total movement amount is minimized. When considering the overall energy efficiency, it is necessary to consider the stopping frequency of each train and the order of stopping.

The following can be exemplified as variables to be considered in optimizing the target standby position.
(A) Difference in target standby position (travel distance) and travel direction of each unit (door pocket) for each different train The travel distance of each unit (door cover) is the same for each unit (door cover) based on the platform for each different train. It can be obtained from the coordinates of the target standby position.
(B) Longest travel distance and unit (door pocket)
The unit (door pocket) having the longest moving distance can be identified from (a).
(C) Average or total travel distance can be calculated from (a).
(D) Front opening margin and rear opening margin in each part of each different train Obtained from the target standby position of each unit.
(E) Protrusable distance and stowable distance of the door body from the target standby position in each unit of different trains Obtained from the target standby position (the position of the door pocket and the position of the door body) of each unit.

As a method for adjusting the target standby position, the following methods and combinations thereof can be considered.
(A) The position of the door pocket / door body is adjusted so that the closed state can be maintained and the necessary opening margin can be secured in order to shorten the moving distance.
For example, the unit having the longest moving distance, the unit that has the longest moving distance, and the unit that has the longest moving distance, the distance that can be projected from the target standby position of the unit adjacent to the unit (either or both of the front and rear units) and the stowable distance The target standby position is changed in a direction in which the movement distance can be shortened by using an opening margin related to the unit adjacent to the unit.
(A) Add a unit to a part where the amount of movement is excessively large.
Add a unit to a unit group that includes units with a large amount of movement. In all trains, redo the allocation of units and the determination of the target standby position for each unit.
(C) Shift the stop position of the train.
It is effective when the reason why the unit has moved longer is at the stop position of a certain train.
Since the movement distance of each unit when the stop position of a certain train is displaced can be calculated, for example, the stop position of the train can be optimized so that the sum of the movement distances of each unit becomes small.

[C-5] Correspondence to New Different Trains The correspondence concept according to the present invention is based on the possibility of introduction of a new different train in the existing entrance / exit position variable platform door and the target of the home door for the new different train. It can be used to determine the standby position efficiently.
In a platform door with variable platform position that is already installed on the target platform, the total number of units constituting the platform position variable platform door and the total length of the platform position variable platform door are determined. Here, the total length of the boarding position variable type platform door means the maximum length that can be closed by the boarding position variable platform door. The platform position-variable platform door cannot extend in the front-rear direction beyond this maximum length. In addition, when there is a mechanical limit in the movement range of each unit (door pocket), the movable range (mechanical) of each unit is also determined.
In general, when installing platform doors with variable entry / exit positions on a certain platform, it is considered that the platform can handle the longest train, including trains that can stop in the future. A case will be described in which the total length is shorter than the total length of the platform position variable type home door installed on the platform.

A device that determines whether the platform position variable type door installed on the platform can be applied to a new type of train.
Stores the length dimensions of one front end part, M-1 intermediate part, and one rear end part obtained by partitioning a new heterogeneous train having M entrances and exits at each entrance and exit. Means,
Means for storing the width dimension of the entrance / exit included in each part of the new heterogeneous train;
Means for storing the total number of units constituting the platform position variable type platform door (the number of units corresponding to _LPFD in FIG. 10A);
Means for storing the total length of the platform position variable type platform door;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
The length of each intermediate part, front end part, rear end part of the new heterogeneous train, the length of each part of the blank part which is the difference between the total length of the platform position variable type platform door and the total length of the new heterogeneous train (the blank part here) (The length dimension is equivalent to L _PFD3F + L _PFD3R in FIG. 10A.) The maximum number of units corresponding to each part using the maximum width dimension, minimum width dimension of each unit, and width dimension of the entrance / exit included in each part. Means for calculating the minimum number;
Means for storing the maximum number and the minimum number of units corresponding to each calculated part;
Means for obtaining the maximum total number and the minimum total number of units of the new heterogeneous train by adding the maximum number and the minimum number of units corresponding to each part,
Means for determining whether or not the total number of units of the existing platform door is within the range of the maximum total number and the minimum total number of units of the new heterogeneous train;
It has.
After it is determined that the platform position variable type platform door can be introduced into a new heterogeneous train, the configuration corresponding to the new heterogeneous train using the unit group allocation means and the target standby position determination means of the associating device is configured. Can be determined.
In addition, when it is determined that introduction is not possible, it will be understood by those skilled in the art that appropriate measures can be taken. For example, a unit may be added to the platform position variable type platform door, and the association may be redone for all trains including new heterogeneous trains.
If the total length of the new heterogeneous train is longer than the total length of the platform position variable type platform door, it is possible to apply the existing platform position variable platform door corresponding to some of the entrances and exits of the new heterogeneous train It is.
It is also possible to install additional units in line with long new heterogeneous trains. In that case, additional units can be installed by taking the difference between the minimum total number of new heterogeneous trains and the total number of units of existing platform doors with variable entry / exit positions. It is possible to determine the number of units to be minimized. In addition, if additional units can be predicted in advance, it is possible to add units in a short time and easily by installing guide rails, etc., used for the additional installation on the floor of the platform in advance. .

[C-6] Example In order to deal with trains with different vehicle lengths, the arrangement / operation of the entry / exit position-variable platform doors is inevitably considered in consideration of the entire train length. A method that can be automated and generalized to determine the number and arrangement of units of the platform position variable type home door will be described.
FIG. 16A illustrates the overall flow of determining the configuration of the platform position variable type home door (the present invention is not limited to that shown in FIG. 16A).
K: Number of units l (n): Length from the center of the vehicle door to the center of the next door (length of the intermediate part)
d (n): width of the nth vehicle door (gateway) n: vehicle door (gateway) number (n = 1, 2, 3...)
a: Width of door pocket b: Maximum protrusion size of door body i: Train number (i = 1, 2, 3,...)
t: vehicle part s: empty part (= total length of home-t = front empty part f + rear empty part r)
K _t : number of units in the vehicle part K _s : number of units in the empty part (= number of units in the front empty part K _f + number of units in the rear empty part K _r )
x (k): Unit position (coordinate value based on each train)
X (k): Unit position (coordinate value based on platform)
Step 1: As input, the dimension l (n) of each intermediate part of each train, the width dimension d (n) of the vehicle door (entrance / exit), the width dimension a of the door pocket constituting the unit, and the maximum protrusion dimension b of the door The unit maximum number K _max (i) and the minimum number K _min (i) corresponding to each intermediate part of each train are calculated using the maximum width dimension and the minimum width dimension of the unit.
Step 2: The overlapping range K _max , K _min of the total number of units obtained by adding the maximum number K _max (i) and the minimum number K _min (i) corresponding to each intermediate part of each train for each train is acquired. When there is a short train, calculate the temporary maximum number and minimum number that can be closed, and add to the maximum unit number K _max (i) and the minimum number K _min (i). . For the calculation of the maximum number and the minimum number, for example, an average value of the maximum width dimension and the minimum width dimension of the unit can be used.
Step 3: The minimum number K _min is selected from the overlapping range of the total number of units of each train, and the units are allocated to each intermediate part for each train. The number of units K (i, n) corresponding to all intermediate sites is obtained.
Step 4: The target standby position of the unit is determined at each intermediate part. Here, the opening margin of the opening of the platform door with respect to the entrance / exit of the train is made uniform on the left and right (front side, rear side) of the entrance / exit. Also, the left and right opening margins are maximized (b-0.5 dn). When the opening margin is (b−0.5 dn) or more, the dimension (ln−Ka−2b) is ensured by the protrusion of the door body in order to maintain the closed state at the target standby position. For example, when two units correspond to a certain intermediate portion, and the door body of each unit protrudes evenly, the protruding dimension of each door body is (ln-Ka-2b) / 2. In step 4, the target standby position x (k) of each unit is determined for each train.
Step 5: Here, in consideration of the platform door being overrun (movable forward from the target standby position), the units are allocated to the empty portions. It is also necessary to determine the target standby position of the unit in the empty part.
Step 6: Step 6 is not necessarily after Step 5, and Step 6 can be executed after Step 4. By setting the target stop position with respect to the platform of each train, the position X (k) of each unit of the platform door relative to the platform is determined.

[C-6-1] Outline of Method for Determining Number / Arrangement of Units The entire method consists of three steps. Here, the procedure for determining the examination at the time of newly installing the platform position variable type home door will be described. It can be confirmed by applying this procedure whether it is possible to cope with a new train in the already installed home.

(1) Step 1: Determining the number of units For each train, the “front end part” that is the head side of the door closest to the head, a plurality of “intermediate parts” sandwiched between the doors, the last door We will divide the study into three parts, the “rear end part” immediately behind.
First, the minimum number / maximum number (maximum number / minimum number) of units that can be placed in each intermediate part is obtained. The minimum number is the minimum number that can be closed between the center of the train doors located before and after the middle part with the unit fully extended, and the maximum number is before and after the middle part when the unit stores the door. It is calculated as follows from the maximum number that can be arranged without hanging on the train door.

  Subsequently, the minimum number and the maximum number of necessary units are also determined for the front end part and the rear end part. In general, at least one unit is required to cover half of the front and rear doors. When there is a crew room door to be used at the front end part / rear end part, the door bag body may be moved from the front of the crew room door to enable boarding / exiting (FIG. 17). This can be dealt with by actual control during operation. In FIG. 17, the range covered by the foremost unit is referred to as “corrected front end part” for the sake of convenience, and is distinguished from “front end part”.

Further, when the train lengths are different, there is a part (hereinafter, “blank part”) where the longest train stops but the short train does not stop. That part must also be lined up and closed. Therefore, the minimum and maximum number of units required for this purpose are calculated in the same way.

  The sum of the minimum number and maximum number of each intermediate part, front end part / rear end part, and blank part for each train is the minimum / maximum number of units required for the train. The number between the minimum and maximum numbers of all trains is the number of units required for this home. If there are a plurality of calculated numbers, the smallest one can be selected in consideration of economic efficiency.

(2) Step 2: Determination of Unit Arrangement Once the number of units to be arranged on the home is decided, it is next decided how many units are arranged in each part of each train. In order not to unnecessarily increase the distance that the units move between trains, consider placing them on average. For this purpose, first, the blank part and the other parts are proportionally distributed by length. However, if the balance is not good in proportional distribution, about ± 2 pieces may be exchanged with the blank part. For the front end part, the rear end part, and each intermediate part, units are added in the order of the parts with the largest remaining dimensions after arranging the minimum numbers.
When the number of each part is determined, the standby position of each unit is determined. The position is expressed by the distance coordinate from the head of each train. The basic idea is to open as much as possible in front of the train door. This is to secure a range of fine correction by the platform shape or the like in Step 3 and to easily absorb an error in the stop position of the train in practical use.
Up to this point, it has been a principle that the summing part of the left and right unit doors comes to the center of the train door. You may consider shifting.

(3) Step 3: Determination of the position on the platform Finally, the standby position of each unit is dropped onto the platform according to the target stop position on the platform of each train. At the same time, the standby coordinates are corrected according to the curvature of the track and the situation of the cant, and the physical and mechanical arrangement is confirmed from the distribution of the standby position and the operating range.
The target stop position of each train may be determined in advance depending on the position of a ticket gate, a staircase, or the like, or the most appropriate one can be selected by considering a plurality of temporarily determined positions. For example, options such as minimum movement time (minimization of the maximum value of unit movement) and minimum movement energy (minimization of total movement) are conceivable.
Furthermore, the method for closing the front and rear end portions of the platform before and after the longest train is also determined. If a fixed position stop device is equipped, a simple fixed fence is sufficient. When dealing with overrunning or stopping in front, you can add this unit and arrange it, for example, you can install a normally closed movable fence that expands and contracts like a bellows, but the limit distance for overrunning etc. It is necessary to understand this.
If an appropriate result is not obtained, it is necessary to select another plan for the number of distributions and the standby position determined in step 2 and repeat the above confirmation.

[C-6-2] As an example of examination, the examination result of the unit arrangement obtained under the following conditions is shown.
-Train: [Train 1] 20m4 door car x 4 [Train 2] 20m3 door car x 3 [Train 3] 18m3 door car x 3 cars-Unit dimensions: a = 1400mm
b = 1100mm
・ Home: Straight 90m long ・ Others: Driver and conductor may get on and off
No support for overruns or stops before you
Others refer to FIG.

(1) Step 1: Determination of the number of units [Train 1] has two minimum and maximum numbers in all intermediate parts, one in the front and rear parts, and zero in the blank part because it is the longest train. Therefore, the required number of units is one of 32.
[Train 2] has a wide range of numbers in each part, and the total number is 25 to 44.
Similarly, [Train 3] is 26 to 44. Accordingly, only one of the 32 trains is common to the three trains, and the number of units is determined to be 32 (FIG. 18).

(2) Step 2: Determination of unit arrangement Since there is only one way in [Train 1], the arrangement is automatically determined.
In [Train 2], the blank area of 22.80m is equivalent to 8.9 units in the ratio of the total length, but according to the principle of one 20m car, 8 cars are rounded down to a minimum of 8 and the remaining 24 are 3 cars. Cover. Evenly distribute the remaining 6 items minus the minimum of 18. First, add one by one to the 3rd and 6th intermediate part (= 2900mm = 7100-650 × 2-100-1400 × 2) of the connecting part with the larger remaining dimensions. Next, add units at four locations in the intermediate parts 1, 2, 4, 5, 7, and 8 (= 2250mm = 6450-650 x 2-100-1400 x 2) with the largest remaining dimensions. Considering the average number of units to be added to Nos. 1, 4, 5, and 8 (FIG. 18).
In [Train 3], the blank part is a little 26.17m long and receives 10 distributions. Out of the remaining 22 items, 4 items are allocated by subtracting the minimum total of 18 items. First, add one by one to the middle part 3 and 6 (= 1940mm = 6140-650 × 2-100-1400 × 2) of the connecting part with the larger remaining dimensions. The remaining parts are added to Nos. 1, 8, 4, 8, 5, 7, and 8 in consideration of the balance of placement from intermediate parts 1, 2, 4, 5, 7, and 8.
Next, the standby position of each unit is determined according to the unit distribution. In [Train 1], the distance between the doors is small, and the door body in front of the door can be fully extended (= allowing a margin of 450 mm), but only at both ends and connecting parts, it can be done at a margin of 350 mm, equivalent to a 2 m opening. Is almost secured. In [Train 2], all doors have a margin of ± 450mm. [Train 3] has a small margin of 215 mm, but there is no practical problem.
In [Train 1] and [Train 3], when the crew door is used, the door bag body protrudes outside the end of the train by 850.765 mm (FIG. 4). On the other hand, in [Train 2], it is only necessary to have this unit as far as 550 mm from the train end.

(3) Step 3: Determining the position on the platform For the target stop position of each train, [Train 1], which is the longest, is set at a position 5 m from the front end of the platform, and [Train 2] and [Train 3] are there The position was lowered 10m behind (Fig. 5). According to this condition, the blank part is divided into a front part and a rear part of the train, and the number of units is allocated according to the dimensions.
Incidentally, in this example, the unit with the largest moving range was 2480 mm. The total amount of movement was 26660mm for [Train 1] ← → [Train 2], 20250mm for [Train 1] ← → [Train 3], and 28520mm for [Train 2] ← → [Train 3]. These are values for the determined target stop position, and there are separate target stop positions that optimize the above numerical values.
In FIG. 18, the dimensions of the front end part and the rear end part in FIG. 17 are the dimensions of the corrected front end part and the corrected rear end part in FIG. As a result, the dimension of the blank part is also corrected.

  INDUSTRIAL APPLICABILITY The present invention can be used for determining the configuration of an entry / exit position variable type platform door installed on a platform and determining whether an existing entry / exit position variable type platform door is compatible with a new train.

DESCRIPTION OF SYMBOLS 1 Platform 2 Guide rail 3 Movable door pocket 4, 4 '1st door body 5, 5' 2nd door body

Claims (13)

It is a device for associating a platform door with a variable platform position,
The home door has at least a part of the platform and a track by connecting a plurality of units in the length direction on the platform, each of which includes a movable door pocket movable in the length direction of the platform and one or more door bodies. It is configured to close the space between the units and to form an opening between the units according to the train entrance when getting on and off the train,
The length dimension of at least each intermediate part of one front end part, N-1 intermediate part, and one rear end part obtained by partitioning a train with N entrances and exits at each entrance and exit. Means for storing;
Means for storing the width dimension of the entrance / exit included in each intermediate part;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
The number of units corresponding to each intermediate part using the length dimension of each intermediate part, the maximum width dimension of one unit, the minimum width dimension, and all or part of the width dimension of the entrance / exit included in each intermediate part Unit number calculating means for calculating
One or a plurality of units (hereinafter referred to as “unit group”) calculated by the unit number calculation means are added to each intermediate part of a plurality of consecutive intermediate parts of at least a part of N−1 intermediate parts. Unit group assigning means for assigning;
The target standby position for the train of doors and doors of each unit of the unit group assigned by the unit group assigning means is closed by the assigned unit group at the target standby position. And a target standby position determining means for determining the entrance / exit to be located within an opening width formed between adjacent unit groups from the target standby position,
A device for associating a platform door with a variable entry / exit position with a train. The unit number calculating means calculates the maximum number of units corresponding to each intermediate part, the minimum number,
The calculated maximum number and minimum number of units corresponding to each intermediate part are stored in storage means for storing the maximum number and minimum number of the unit,
2. The platform position variable type platform door according to claim 1, wherein the unit group allocating unit allocates a unit group including a number of units selected from a range of a maximum number and a minimum number stored to each intermediate portion. Corresponding device to train. An end unit group assigning means for assigning an end unit group composed of one or more units to at least one of the front end part and the rear end part;
In the target standby position, the target standby position determining means holds the unit group of the intermediate part and the end unit group in a closed state at the target standby position, and the end unit group and the intermediate part from the target standby position. The apparatus for associating a platform position variable type platform door with a train according to any one of claims 1 and 2, wherein the platform is determined so that the entrance is located within an opening width formed between the unit groups. A device for determining the configuration of a platform door with variable entry / exit positions,
The platform position variable type home door is configured by connecting a predetermined number of units in the length direction on the platform, each of which includes a movable door pocket movable in the length direction of the platform and one or more door bodies. It is configured so that the space between the units is closed and an opening is formed between the units according to the entrance of the train when getting on and off the train,
The apparatus includes unit number determining means for determining the number of units,
Unit number determination means
For each heterogeneous train, means for storing the length dimensions of one front end portion, a plurality of intermediate portions, and one rear end portion obtained by partitioning at each entrance and exit,
Means for storing the width dimension of the entrance / exit included in each intermediate part of each different train;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
For different types of trains, using the length dimension of each intermediate part, the maximum width dimension of one unit, the minimum width dimension, the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Means for calculating the minimum number;
Means for storing the maximum number and the minimum number of units corresponding to each calculated intermediate part;
Means for obtaining the maximum total number and the minimum total number of units of each different train by adding the maximum number of units and the minimum number of units for each different train,
Means for determining an overlapping range of the maximum total number and the minimum total number of units of each different train, and determining a number selected from the overlapping range as a first unit number, wherein the first unit number A configuration determining device for a platform door with variable entry / exit position, which is the number of units capable of closing all intermediate parts of the longest train of a train. The heterogeneous train includes at least one different length train,
A means of obtaining the difference between the length of the longest train and the shortest train;
Means for correcting the maximum total number and the minimum total number of units of the short train based on the difference in length according to the longest train,
The structure determination apparatus of the platform position variable type | mold door of Claim 4 by which an overlapping range is calculated | required using the maximum total number and minimum total number after correction | amendment. A device for determining the configuration of a platform door with variable entry / exit positions,
The platform position variable type home door is configured by connecting a predetermined number of units in the length direction on the platform, each of which includes a movable door pocket movable in the length direction of the platform and one or more door bodies. It is configured so that the space between the units is closed and an opening is formed between the units according to the entrance of the train when getting on and off the train,
The apparatus includes unit number determining means for determining the number of units that can be handled by all different types of trains that stop at the target home.
The unit number determining means includes:
In the longest train that stops on the platform, by dividing it at each entrance and exit, it is divided into one front end part, a plurality of intermediate parts, and one rear end part, and the length dimension of each part is obtained, and all intermediate parts are obtained. Means for determining a first unit number corresponding to a length dimension of
Means for determining a second unit number corresponding to the front end portion and / or the rear end portion;
A device for determining a configuration of a platform door with variable entry / exit position, comprising means for setting a total of the first unit number and the second unit number to a predetermined number. The means for determining the first unit number is:
In each heterogeneous train that stops on the platform, by dividing at each entrance and exit, means for obtaining a length dimension of each part by dividing into one front end part, a plurality of intermediate parts, and one rear end part,
For each different train, using the maximum width dimension of one unit, the minimum width dimension, the length dimension of each intermediate part, the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Means for obtaining the minimum number;
Means for obtaining the maximum total number of units and the minimum total number in each train by adding the maximum number and the minimum number for each different train,
The platform of claim 6, further comprising means for obtaining an overlapping range between the maximum total number and the minimum total number of each different train and setting the number selected from the overlapping range as the first unit number. Door configuration determination device. The means for determining the first unit number is:
Means for obtaining the length dimension of each part by dividing into one front end part, a plurality of intermediate parts, and one rear end part by partitioning at each entrance / exit in the longest train of each heterogeneous train that stops on the platform When,
In the longest train, using the maximum width dimension, minimum width dimension of each unit, the length dimension of each intermediate part, and the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, the minimum Means for obtaining a number;
Means for obtaining the maximum unit total number and the minimum total number by adding the maximum number and the minimum number respectively in the longest train, and setting the number of units selected from the range of the unit maximum total number and the unit minimum total number as the first unit number; The configuration determination apparatus for a platform position variable type home door according to claim 6. The apparatus includes unit arrangement determining means,
The unit arrangement determining means is
For each different train, all or part of the first number of units is one or more units (hereinafter referred to as “unit group”) within the range of the maximum number to the minimum number of units corresponding to each intermediate part. ) Assigning unit group assigning means,
The target standby positions for the assigned door pockets and door trains of each unit are closed at the target standby position, and all intermediate parts of each different train are closed by the assigned unit group, and from the target standby position. Target standby position determination means for determining the entrance / exit to be located within an opening width formed between adjacent unit groups;
The configuration determination apparatus of the platform position variable type | mold platform door of any one of Claims 4-8 provided with these. A device that determines whether or not a platform position variable type platform door installed on a platform can be applied to a new different train,
The platform position variable type home door is constructed by connecting a plurality of units consisting of a movable door pocket movable in the length direction of the platform and one or more door bodies in the length direction on the platform. It is configured so that the space between the units is closed and an opening is formed between the units according to the entrance of the train when getting on and off the train,
Stores the length dimensions of one front end part, M-1 intermediate part, and one rear end part obtained by partitioning a new heterogeneous train having M entrances and exits at each entrance and exit. Means,
Means for storing the width dimension of the entrance / exit included in each part of the new heterogeneous train;
Means for storing the total number of units constituting the boarding position variable type platform door;
Means for storing the total length of the platform position variable type platform door;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
Each intermediate part, front end part, rear end part of the new heterogeneous train, the length of each part of the blank part which is the difference between the total length of the platform position variable type platform door and the total length of the new heterogeneous train, the maximum width dimension of one unit Means for calculating the maximum number and the minimum number of units corresponding to each part using the minimum width dimension and the width dimension of the entrance / exit included in each part;
Means for storing the maximum number and the minimum number of units corresponding to each calculated part;
Means for obtaining the maximum total number and the minimum total number of units of the new heterogeneous train by adding the maximum number and the minimum number of units corresponding to each part,
Means for determining whether or not the total number of units of the existing platform door is within the range of the maximum total number and the minimum total number of units of the new heterogeneous train;
With a device. It is a device for associating a platform door with a variable platform position,
The home door is configured by connecting a plurality of units in the length direction on the platform, each unit including a movable door pocket movable in the length direction of the home and one or more door bodies.
Means for storing a length dimension of an intermediate portion defined between a first lane line at a first entrance / exit of a train and a second lane line at a second entrance / exit located adjacent to the first entrance / exit When,
Means for storing the width dimension of the entrance included in the front end side and / or the rear end side of the intermediate portion;
Means for storing a maximum width dimension and a minimum width dimension of one unit;
The number of units corresponding to each intermediate part using the length dimension of the intermediate part and the maximum width dimension, minimum width dimension of one unit, or all or part of the width dimension of the entrance / exit included in each intermediate part Unit number calculating means for calculating
Unit group assigning means for assigning one or more units (hereinafter referred to as “unit group”) calculated by the unit number calculating means to the intermediate portion;
A device for associating a platform door with a variable entry / exit position with a train. The unit number calculating means calculates the maximum number of units corresponding to the intermediate part, the minimum number,
12. The platform for variable platform position doors according to claim 11, wherein the unit group allocating unit allocates a unit group including a number of units selected from the range of the maximum number and the minimum number to the intermediate portion. Matching device. The apparatus for associating the platform door with a variable platform position determining unit determines a target standby position for determining a target standby position with respect to the intermediate portion of the door and the door of each unit of the unit group allocated by the unit group allocation means. Means,
The target standby position determination means is
In the target standby position, the intermediate portion is closed by the unit group at the target standby position, and a door body located on the front end side and / or the rear end side of the unit group in the closed posture is a front end of the intermediate portion. It corresponds to the entrance / exit included in the side and / or the rear end side, and corresponds by opening the door body located on the front end side and / or the rear end side of the unit group from the target standby position. The apparatus for associating the platform position variable type platform door with the train according to any one of claims 11 and 12, wherein an opening margin is formed between the platform and the entrance.