JP6671610B1 - Platform gate system and control method thereof - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a platform gate system and its control method capable of preventing the opening other than in front of a vehicle door while improving the degree of freedom of the opening position. SOLUTION: A door classification unit 64 is a vehicle door of a railway vehicle that stops a plurality of doors that move independently on any one of a plurality of door passages at the position of the door and a side of the platform. Based on the position, it is classified into one or more pairs of opening doors that are opened by moving one or both of the left and right sides, or a non-opening door other than the pair of opening doors. The door classification unit 64 classifies the non-opening door into either a door that obstructs the opening or a door that does not obstruct the opening. The target position determination unit 68 determines the target position of the opening door based on the position of the vehicle door. The door control unit 70 moves the opening door to the target position, and moves the obstacle door corresponding to the opening door depending on the movement of the opening door. [Selection diagram] FIG.

Description

  The present invention relates to a platform gate system and a control method thereof.

  2. Description of the Related Art Conventionally, a so-called home door installed on a platform in order to ensure passenger safety such as prevention of falling onto a track has been known. Patent Literature 1 discloses a home door that accommodates a door and includes a door pocket that can run on a platform. In the platform door of Patent Literature 1, an opening (passage through which passengers get on and off) can be formed at an appropriate position even when railroad vehicles having different numbers of railcar doors and different intervals are stopped beside the platform. . Further, even when the railway vehicle is not stopped at the target position, the opening can be formed at an appropriate position according to the stop position of the railway vehicle.

International Publication No. 2011/058940

  In the home door described in Patent Literature 1, the opening direction of each door is predetermined, and at the time of opening the door, the door moves so as to retreat into a door pocket corresponding to the door. Therefore, the degree of freedom of the opening position is limited.

  In order to improve the degree of freedom of the opening position, the inventor has studied a platform gate system in which doors that move independently are arranged on each of a plurality of door passages extending along the edge of the platform. doing.

  In such a gate system for a platform, in order to secure an opening of a sufficient size, one or both of the right and left are moved to move a non-opening door other than a pair of opening doors opening between them. You may need to. Here, when such a non-opening door is moved independently of the opening door, there is a possibility that a portion other than the front of the vehicle door is opened.

  The present invention has been made in view of the above problems, and one of the objects is to improve the degree of freedom of the opening position and to prevent a portion other than the front of the vehicle door from being opened. It is an object to provide a gate system and a control method thereof.

  The invention disclosed in the present application has various aspects in order to solve the above-mentioned problems, and representative aspects of the aspects are summarized as follows.

  (1) A plurality of doors independently moving on any of a plurality of door passages extending along the edge of the platform, and a railway stopping the doors at the position of the door and beside the platform. On the basis of the position of the vehicle door of the vehicle, one or more of a pair of one or more opening doors that are opened by moving one or both of the left and right, or a non-opening door other than the pair of opening doors A first classifying means for classifying, a second classifying means for classifying the non-opening door into an obstructing door which does not obstruct the opening or a non-obstructing door which does not obstruct the opening, and a position of the vehicle door Target position determining means for determining a target position of the opening door based on the above, and moving the opening door to the target position and substituting the obstacle door corresponding to the opening door with the movement of the opening door. Door control Including a stage, a gate system for the platform.

  (2) The platform gate device according to (1), wherein the door control means moves the obstacle door corresponding to the opening door for a time equal to or less than a movement time of the opening door.

  (3) The platform gate device according to (1) or (2), wherein the door control means moves the obstacle door corresponding to the opening door at a speed equal to or lower than the speed of the opening door.

  (4) In any one of the constitutions (1) to (3), the door control means starts the movement of the obstacle door corresponding to the opening door simultaneously with the opening door or at a timing later than the opening door. Platform gate device.

  (5) In any one of the constitutions (1) to (4), the door control means stops the obstacle door corresponding to the opening door simultaneously with the opening door or at a timing earlier than the opening door. Gate device.

  (6) In any one of the constitutions (1) to (5), the door control means may further display on a display unit provided in at least a part of the plurality of doors when the door is moved. Gate device for the platform.

  (7) The platform gate device according to (6), wherein the door control unit causes the display unit to display an image indicating a moving direction of the door.

  (8) A control method of a platform gate device having a plurality of doors independently moving on any of a plurality of door passages extending along an edge of the platform, wherein the door is the door. And a pair of one or more opening doors that are opened by moving one or both of the right and left, based on the position of the vehicle door and the position of the vehicle door of the railway vehicle that is stopped beside the platform, or the opening door Classifying any of the non-opening doors other than a pair of, the non-opening door, a step of classifying any of the non-obstruction doors that do not become the obstruction of the opening or obstruction of the opening, Determining a target position of the opening door based on the position of the vehicle door; moving the opening door to the target position; and moving the obstacle door corresponding to the opening door to the opening door. Dependently comprises a step of moving, a control method of the gate system for the platform against.

It is a perspective view showing the gate device concerning this embodiment. It is a top view showing the gate device concerning this embodiment. It is a block diagram showing the outline of the system configuration of the gate system concerning this embodiment. It is a figure showing signs that railroad vehicles are not stopped beside a platform, and each door of a plurality of gate devices is in a reference position. FIG. 5 is a diagram schematically illustrating a state in which the railway vehicle and the gate device illustrated in FIG. 4 are viewed from above. FIG. 3 is a diagram illustrating a state in which each door of the gate device is at a target position in the first example. It is the figure which looked at the railcar and gate apparatus shown in FIG. 6 from the upper part. FIG. 9 is a diagram illustrating a state where each door of the gate device is at a target position in the second example. FIG. 9 is a view of the railway vehicle and the gate device illustrated in FIG. 8 as viewed from above. FIG. 13 is a diagram illustrating a state in which each door of the gate device is at a target position in a third example. It is the figure which looked at the railcar and gate apparatus shown in FIG. 10 from the upper direction. FIG. 14 is a diagram illustrating a state where each door of the gate device is at a target position in a fourth example. It is the figure which looked at the railroad vehicle and gate apparatus shown in FIG. 12 from the upper part. In the fifth example, it is a figure showing signs that each door with which a gate device is provided is in a target position. It is the figure which looked at the railroad vehicle and gate apparatus shown in FIG. 13 from the upper part. In the sixth example, it is a figure showing signs that each door with which a gate device is provided is in a target position. FIG. 17 is a diagram of the railway vehicle and the gate device illustrated in FIG. 16 as viewed from above. It is a functional block diagram showing an example of a function of a control device concerning this embodiment. It is a flowchart which shows an example of the flow of the process performed by the control apparatus which concerns on this embodiment.

  Hereinafter, one embodiment of the present invention (hereinafter, also referred to as the present embodiment) will be described with reference to the drawings. It should be noted that the disclosure is merely an example, and those skilled in the art can easily conceive of appropriate changes while maintaining the gist of the invention, which are naturally included in the scope of the present invention. In addition, in order to make the description clearer, the width, thickness, shape, and the like of each part may be schematically illustrated as compared with actual embodiments, but this is merely an example, and the interpretation of the present invention is not limited thereto. It is not limited. In the specification and the drawings, components similar to those described in regard to a drawing thereinabove are marked with like reference numerals, and a detailed description is omitted as appropriate.

  FIG. 1 is a perspective view showing a gate device according to the present embodiment. FIG. 2 is a top view illustrating the gate device according to the present embodiment. Note that FIG. 1 illustrates a state where the railway vehicle T is stopped beside the platform P, and FIG. 2 illustrates a state where the railway vehicle T is not stopped beside the platform P. FIG. 3 is a block diagram illustrating an outline of a system configuration of the gate system according to the present embodiment.

  In addition, in this embodiment, although the number of the vehicle doors D and the railway vehicles T having different intervals of the vehicle doors D are denoted by reference numerals respectively as the railway vehicles T1 to T6, if there is no need to distinguish and describe them in particular, , Will be described simply as a railway vehicle T. In the present embodiment, the left direction in FIG. 2 is the traveling direction (front) of the railway vehicle T, and the right direction in FIG. 2 is the reverse direction (rear) of the traveling direction of the railway vehicle T. . The same applies to FIGS. 4 to 17 described later. In addition, in the vehicle door D, the vehicle door D1, the vehicle door D2, the vehicle door D3, and the vehicle door D4 are denoted by reference numerals in order from the front of the railway vehicle T. , Will be described simply as a vehicle door D.

  The platform gate system 1000 (hereinafter, simply referred to as a gate system 1000) is a system provided to ensure passenger safety such as prevention of a fall from the platform P to the track R. Note that the platform P is a place where passengers can get on and off the railway vehicle T at a station where the railway vehicle T such as a train running on the track R or a Shinkansen stops.

  As shown in FIG. 3, the gate system 1000 according to the present embodiment includes a plurality of platform gate devices 100 (hereinafter, simply referred to as gate devices 100), a data collection device 20, and a control device 30. ing.

  As shown in FIG. 2, in the present embodiment, the platform P is provided with a first door passage 11, a second door passage 12, and a third door passage 13 extending along the edge PE of the platform P. Have been. The second door passage 12 extends along the edge PE of the platform P closer to the edge PE of the platform P than the first door passage 11 is. The third door passage 13 extends along the edge PE of the platform P on the edge PE side of the platform P with respect to the second door passage 12.

  The gate device 100 has a first door 1, a second door 2, a third door 3, a fourth door 4, a fifth door 5, and a sixth door 6.

  The first door 1 and the fourth door 4 move on the first door passage 11. The second door 2 and the fifth door 5 move on the second door passage 12. The third door 3 and the sixth door 6 move on the third door passage 13. A plurality of first to sixth doors 6 may be provided according to the length of the edge PE of the platform P.

  In FIG. 4 to FIG. 17 to be described later, the gate devices 100 are denoted by reference numerals in order from the front, such as a gate device 100A, a gate device 100B, a gate device 100C, and a gate device 100D, but need not be particularly distinguished and described. The case will be described simply as the gate device 100. The same applies to each configuration included in the gate device 100. For example, the doors of the gate device 100A are denoted by reference numerals as the first door 1A to the sixth door 6A, and when it is not particularly necessary to distinguish and describe the doors, the first door 1 to the sixth door 6A are simply referred to. This will be described as a door 6.

  Further, in the following description, the first to third doors 3 included in the gate device 100 are referred to as a first door group G1, and the fourth to fourth doors 4 to 6 included in the gate device 100. 6 is referred to as a second door group G2. Regarding the first to third doors 3 belonging to the first door group G1, the third door 3, the second door 2, and the first door 1 are arranged in order from the left toward the track R from the platform P. Are arranged in this order. In addition, regarding the fourth to sixth doors 6 belonging to the second door group G2, the fourth door 4, the fifth door 5, and the sixth door 6 are arranged in order from the left toward the track R from the platform P. The doors 6 are arranged in this order.

  The data collection device 20 is a device that collects various types of data related to the railway vehicle T that stops at the side of the platform P.

  The data collection device 20 may include, for example, a sensor that detects the stop of the railway vehicle T, and a distance measuring unit such as a laser sensor that measures the stop position of the railway vehicle T. Then, the data collection device 20 may measure the stop position of the railway vehicle T according to the detection of the stop of the railway vehicle T.

  Further, the data collection device 20 may store normal stop position data indicating a normal stop position of the railway vehicle T. Then, the data collection device 20 may generate error correction data indicating an error from the regular stop position of the railway vehicle T based on the measurement result of the stop position of the railway vehicle T and the regular stop position data.

  Further, the data collection device 20 may include a communication unit that can communicate with a communication terminal such as a tablet terminal owned by the crew. Then, the data collection device 20 indicates the vehicle type, the number of vehicles, and the position and size of the vehicle door D (for example, the length along the edge PE of the platform P) from the communication terminal. Vehicle data may be received.

  Further, the data collection device 20 may include an IC card reader. Then, an IC card reader may read the vehicle data from the IC card when the crew holds the IC card holding the vehicle data.

  Further, the data collection device 20 may include a ground child disposed on the track R. The above-mentioned vehicle data may be received from a vehicle upper part provided below the vehicle body of the railway vehicle T, which can communicate with the ground child.

  Then, the data collection device 20 transmits the stopped vehicle data including the above-described error correction data and the above-described vehicle data to the control device 30. In the present embodiment, the position and size of the vehicle door D of the railway vehicle T can be uniquely specified based on the stopped vehicle data.

  The control device 30 is, for example, a computer device, and includes a processor 30a, a storage unit 30b, and a communication unit 30c.

  The processor 30a is, for example, a program control device such as a CPU that operates according to a program installed in the control device 30. The storage unit 30b is a storage element such as a ROM or a RAM, or a hard disk drive. The storage unit 30b stores a program executed by the processor 30a and the like. The communication unit 30c is a communication interface such as a network board for exchanging data with the gate device 100, for example.

  The control device 30 according to the present embodiment controls the positions of the first to sixth doors 6 included in the gate device 100.

  In addition, as shown in FIG. 3, the first to sixth doors 6 of the gate device 100 have driving units 51 to 56 including a motor and the like, respectively. The first to sixth doors 6 are moved independently of the other doors by the driving units 51 to 56, respectively. The drive unit according to the present embodiment moves a door corresponding to the drive unit according to a control signal received from the control device 30.

  In the following description, the position of each door of the gate device 100 when the railway vehicle T is not stopped beside the platform P or when the railway vehicle T is passing by the platform P is referred to as a reference position. I mean. In the following description, the reference positions of the first to sixth doors 6 will be referred to as first to sixth reference positions, respectively. In the present embodiment, when the position of each door of the gate device 100 is at the reference position, an opening for a passenger to get on and off is not formed in the gate device 100. The positions after the first to sixth doors 6 at the first to sixth reference positions have moved to form openings for passengers to get on and off, respectively, are referred to as first and second positions, respectively. Target position to sixth target position. In the present embodiment, a target position is not determined for a door that does not move when an opening for a passenger to get on and off is formed.

  FIG. 4 is a diagram illustrating a state where each door of the plurality of gate devices 100 is at the reference position. FIG. 5 is a diagram schematically illustrating a state where the railway vehicle T and the gate device 100 illustrated in FIG. 4 are viewed from above. FIG. 4 shows a state in which the gate device 100 is viewed from above the platform P. The same applies to FIG. 6, FIG. 8, FIG. 10, FIG. 12, FIG.

  As shown in FIGS. 4 and 5, the first door 1A at the first reference position and the fourth door 4B at the fourth reference position are adjacent to each other, so that the first door 1A and the fourth door 4B are located on the platform P from above. It regulates the movement of passengers to R. Further, the third door 3B at the third reference position and the sixth door 6B at the sixth reference position are adjacent to each other, thereby restricting the movement of the passenger from the platform P to the track R. doing.

  Further, as shown in FIG. 5, the second door 2B at the second reference position partially overlaps the first door 1B and the third door 3B in the direction in which the edge PE of the platform P extends. Restricts the movement of passengers from the platform P to the track R.

  Further, the fifth door 5B at the fifth reference position is partially overlapped with the fourth door 6B and the sixth door 6B in the direction in which the edge PE of the platform P extends, so that the fifth door 5B extends from the platform P to the line R. Regulates the movement of passengers to the airport.

  Since each door of each gate device 100 is located at the reference position as described above, the movement of the passenger from the platform P to the track R is restricted over the entire area in the direction along the edge PE of the platform P. Become.

  The drive unit 51 moves the first door 1 located at the first reference position to the first target position. The drive unit 52 moves the second door 2 located at the second reference position to the second target position. The drive unit 53 moves the third door 3 located at the third reference position to the third target position. The drive unit 54 moves the fourth door 4 located at the fourth reference position to the fourth target position. The drive unit 55 moves the fifth door 5 at the fifth reference position to the fifth target position. The drive unit 56 moves the sixth door 6 located at the sixth reference position to the sixth target position.

  After the passengers get on and off of the railway vehicle T stopped beside the platform P and preparations for departure are completed, the driving units 51 to 56 respectively operate at the first to sixth target positions. , The first to sixth doors 6 may be moved to the first to sixth reference positions. That is, by moving the first to sixth doors 6 to the positions shown in FIGS. 4 and 5, from the platform P to the line R over the entire area in the direction along the edge PE of the platform P. It is preferable to restrict the movement of the passenger.

  Hereinafter, an example of the position of each door of the gate device 100 according to the vehicle door D of the railway vehicle T stopped beside the platform P will be specifically described with reference to FIGS. In FIGS. 6 to 17, the state after each door of the gate devices 100A to 100D has moved to the target position in accordance with the number and the interval of the vehicle doors D of the railway vehicle T stopped beside the platform P. Is shown.

  First, a first example in which a railway vehicle T1 including four vehicle doors D1 to D4 stops at a side of the platform P will be described with reference to FIGS. FIG. 6 is a diagram illustrating a state where the doors included in the gate device 100 are at target positions in the first example. FIG. 7 is a view of the railway vehicle T1 and the gate device 100 shown in FIG. 6 as viewed from above.

  As shown in FIGS. 6 and 7, each door is moved from the reference position to the target position so that passengers can get on and off the railway vehicle T1 through the four vehicle doors D1 to D4.

  In the first example, when the third door 6A and the sixth door 6A move in the direction away from each other, an opening is formed that allows passengers to get on and off through the vehicle door D1. At this time, in order to secure a sufficient width of the opening, the second door 2A and the fifth door 5A are also moved in a direction away from each other. On the other hand, the first door 1A and the fourth door 4A that do not contribute to the width of the opening maintain the state at the reference position.

  In the first example, since the vehicle doors D1 to D4 are arranged at equal intervals, the doors of the gate devices 100B, 100C, and 100D have the same arrangement as the doors of the gate device 100A.

  6 and 7 show an example in which the target position of each door of the gate device 100 is determined so that the width of the opening of the gate device 100 is wider than the width of the vehicle door D. The target position of each door of the gate device 100 may be determined so that the opening is at least as wide as a passenger can pass through. The same applies to the examples shown in FIGS. 8 to 17 described below.

  Next, a second example in which the railway vehicle T2 including the four vehicle doors D1 to D4 stops at the side of the platform P will be described with reference to FIGS. FIG. 8 is a diagram illustrating a state where each door of the gate device 100 is at a target position in the second example. FIG. 9 is a view of the railway vehicle T2 and the gate device 100 shown in FIG. 8 as viewed from above.

  The second example is an example in which a railway vehicle T2 including four vehicle doors D is stopped beside the platform P, as in the first example. In this example, a case where the railroad vehicle T2 stopped beside the platform P is the leading vehicle will be described as an example.

  In the railway vehicle T2, the vehicle doors D1 to D4 are not arranged at equal intervals because the driver's cab is located at the front of the vehicle. Specifically, as compared with the first example, the vehicle door D1 is located behind the vehicle, and the distance between the vehicle door D1 and the vehicle door D2 is smaller than the distance between the other vehicle doors D. I have.

  In the gate device 100 according to the present embodiment, even when the railway vehicle T2 in which the vehicle doors D1 to D4 are not arranged at equal intervals stops at the side of the platform P, an opening is formed at an appropriate position. Can be. Specifically, as shown in FIGS. 8 and 9, the first door 1A maintains the state at the first reference position, and the second door 2A and the third door 3A are the first door. Move to the position where it overlaps with 1A. Thereby, an opening having a width sufficient for passengers to get on and off the railway vehicle T2 through the vehicle door D1 can be formed. Note that, as shown in FIGS. 8 and 9, each door of the gate devices 100B to 100D may be moved to the same target position as in the first example.

  Next, a third example in which the railway vehicle T3 including the three vehicle doors D1 to D3 stops at the side of the platform P will be described with reference to FIGS. FIG. 10 is a diagram illustrating a state in which each door of the gate device 100 is at a target position in the third example. FIG. 11 is a view of the railway vehicle T3 and the gate device 100 shown in FIG. 10 as viewed from above.

  As shown in FIGS. 10 and 11, the third door 3A moves in a direction away from the sixth door 6A so as to form an opening through which the passenger can get on and off through the vehicle door D1. The door 2A is moving in a direction away from the fifth door 5A. Note that the first door 1A maintains the state at the first reference position, the fourth door 4A maintains the state at the fourth reference position, and the fifth door 5A operates at the fifth reference position. And the sixth door 6A maintains the state at the sixth reference position.

  In addition, the first door 1B and the fourth door 4C move in the direction away from each other so as to form an opening through which the passenger can get on and off through the vehicle door D2, and the second door 2B and the fifth door 5C are moving away from each other. Note that the third door 3B maintains the state at the third reference position, the fifth door 5B maintains the state at the fifth reference position, and the sixth door 6B operates at the sixth reference position. , And the sixth door 6C maintains the state at the sixth reference position.

  Also, the sixth door 6D moves in a direction away from the third door 3D so as to form an opening through which the passenger can get on and off through the vehicle door D3, and the fifth door 5D moves to the second door 2D. Moving away from the camera. Note that the first door 1D maintains the state at the first reference position, the second door 2D maintains the state at the second reference position, and the third door 3D maintains the third reference position. , And the fourth door 4D maintains the state at the fourth reference position.

  Next, a fourth example in which a railway vehicle T4 including two vehicle doors D1 and D2 stops at the side of the platform P will be described with reference to FIGS. FIG. 12 is a diagram illustrating a state where each door of the gate device 100 is at the target position in the fourth example. FIG. 13 is a view of the railway vehicle T4 and the gate device 100 shown in FIG. 12 as viewed from above.

  As shown in FIGS. 12 and 13, the first door 1A moves in a direction away from the fourth door 4B so as to form an opening through which the passenger can get on and off through the vehicle door D1. The door 2A is moving in a direction away from the fifth door 5B. Note that the third door 3A maintains the state at the third reference position, the fourth door 4A maintains the state at the fourth reference position, and the fifth door 5A operates at the fifth reference position. And the sixth door 6A maintains the state at the sixth reference position.

  Further, the first to sixth doors 1B to 6B of the gate device 100B are all maintained at the reference position.

  Further, the fourth door 4D is moved in a direction away from the first door 1C so as to form an opening through which the passenger can get on and off through the vehicle door D2, and the fifth door 5D is moved to the second door 5C. It is moving in a direction away from the door 2C.

  Note that the first to sixth doors 1C to 6C of the gate device 100C are all maintained at the reference position. Further, the doors other than the fourth door 4D and the fifth door 5D of the gate device 100D maintain the state at the reference position.

  Next, a fifth example in which the railway vehicle T5 including one vehicle door D1 stops at the side of the platform P will be described with reference to FIGS. FIG. 14 is a diagram illustrating a state in which each door included in the gate device 100 is at a target position in the fifth example. FIG. 15 is a view of the railway vehicle T5 and the gate device 100 shown in FIG. 14 as viewed from above.

  As shown in FIG. 14 and FIG. 15, the third door 3D and the sixth door 6D move in a direction away from each other so as to form an opening that allows passengers to get on and off through the vehicle door D1. . At this time, in order to secure a sufficient width of the opening, the second door 2D and the fifth door 5D are also moved in a direction away from each other. In addition, each door with which the gate devices 100A to 100C are provided maintains the state at the reference position.

  Next, a sixth example in which the railway vehicle T6 including one vehicle door D1 stops at the side of the platform P will be described with reference to FIGS. FIG. 16 is a diagram illustrating a state in which each door of the gate device 100 is at a target position in the sixth example. FIG. 17 is a view of the railway vehicle T6 and the gate device 100 shown in FIG. 16 as viewed from above.

  The railroad vehicle T6 of the sixth example has one vehicle door D1 like the railroad vehicle T5 of the fifth example, but the vehicle door D1 is located behind the railroad vehicle T5.

  As shown in FIGS. 16 and 17, the first door 1D is separated from the door on the right of the first door 1D so as to form an opening through which the passenger can get on and off through the vehicle door D1. I'm moving. At this time, the second door 2D is also moving in the same direction as the first door 1D in order to secure a sufficient width of the opening. In addition, each door with which the gate devices 100A to 100C are provided maintains the state at the reference position.

  As described above using the first to sixth examples, in the gate device 100 according to the present embodiment, the number of the vehicle doors D of the railway vehicle T stopped beside the platform P, the vehicle door D Can be formed according to the distance between the passengers.

  Further, each door may be movable without limitation as long as it is on the door passage and in a range up to contact with an adjacent door. For example, the third door 3A shown in FIG. 7 may be movable on the third door passage 13 to a position where it comes into contact with the sixth door 6B. Similarly, for example, the fifth door 5D illustrated in FIG. 7 may be movable on the second door passage 12 to a position where the fifth door 5D contacts the second door 2C. With such a configuration, a railway vehicle T including a vehicle door D wider than the vehicle door D shown in the first to sixth examples, and a plurality of vehicle doors D are arranged close to each other. Even when the railway vehicle T stops by the platform P, an opening having an appropriate width can be formed according to the width of the vehicle door D and the interval therebetween.

  Hereinafter, the opening / closing control of the door according to the present embodiment will be further described.

  FIG. 18 is a functional block diagram illustrating an example of functions implemented in the control device 30. It is not necessary for the control device 30 according to the present embodiment to implement all of the functions illustrated in FIG. 18, and functions other than the functions illustrated in FIG. 18 may be implemented.

  As shown in FIG. 18, the control device 30 according to the present embodiment functionally includes, for example, a reference position data storage unit 60, a vehicle door position identification unit 62, a door classification unit 64, a movement direction determination unit 66, a target A position determining unit 68 and a door control unit 70 are included.

  The reference position data storage unit 60 is implemented mainly by the storage unit 30b. The vehicle door position specifying unit 62 and the door control unit 70 are mainly implemented by the processor 30a and the communication unit 30c. The door classification unit 64 and the target position determination unit 68 are implemented mainly by the processor 30a.

  The above functions may be implemented by executing a program including instructions corresponding to the above functions installed in the control device 30 as a computer by the processor 30a. This program may be supplied to the control device 30 via a computer-readable information storage medium such as an optical disk, a magnetic disk, a magnetic tape, a magneto-optical disk, a flash memory, or via the Internet.

  In the present embodiment, for example, the reference position data storage unit 60 stores a reference position for each of a plurality of doors included in the gate system 1000 and a size of the door (for example, a length along an edge PE of the platform P). Is stored.

  In the present embodiment, for example, the vehicle door position specifying unit 62 specifies the position of the vehicle door D of the railway vehicle T that stops at the side of the platform P. In the present embodiment, for example, the vehicle door position identification unit 62 receives the stopped vehicle data transmitted from the data collection device 20. Then, the vehicle door position specifying unit 62 specifies the position and the size of the vehicle door D included in the railway vehicle T based on the received stopped vehicle data. Here, for example, the above-described normal stop position data may be stored in the vehicle door position specifying unit 62. Then, the vehicle door position specifying unit 62 may specify the position and the size of the vehicle door D included in the railway vehicle T based on the regular stop position data and the stopped vehicle data.

  In addition, the vehicle door position specifying unit 62 specifies a range of obstacles that may obstruct the opening based on the position and the size of the specified vehicle door D.

  For example, as shown in FIG. 2, the positions of the vehicle door D and the door of the gate device 100 are represented by coordinate values on a coordinate axis along the edge PE of the platform P. It is assumed that the right side in FIG. 2 is the positive direction of the coordinate axes. The coordinate value of the center position of the vehicle door D is x, and the length of the vehicle door D along the edge PE is L. Further, the predetermined margin length (buffer) is d. In this case, the vehicle door position specifying unit 62 specifies a range where the coordinate value is equal to or more than (x−L / 2−d) and equal to or less than (x + L / 2 + d) as the obstacle range of the vehicle door D.

  In the present embodiment, one obstacle range corresponding to a plurality of vehicle doors D may be specified. For example, regarding two adjacent vehicle doors D, the coordinate value of the center position of the left vehicle door D is x1, the length along the edge PE of the vehicle door D is L1, and the right vehicle door D The coordinate value of the center position is x2, and the length of the vehicle door D along the edge PE is L2. In this case, if the difference between the coordinate value of the left end of the right vehicle door D and the coordinate value of the right end of the left vehicle door D is equal to or less than the above-described length 2d, the coordinate value is (x1-L1 / 2). A range of −d) or more and (x2 + L2 / 2 + d) or less may be specified as a failure range corresponding to the two vehicle doors D.

  In the present embodiment, for example, the door classifying unit 64 includes a plurality of doors independently moving on any one of a plurality of door passages extending along the edge PE of the platform P. It is classified into either a pair or a non-opening door other than the pair of the opening doors. Here, a pair of open doors refers to a pair of doors that open when a right or left side or both sides move. In the present embodiment, for example, the door classification unit 64 determines whether the first door 1, the third door 3, the fourth door 4, or the sixth door 6 is an open door or a non-open door. Classify into crab. Then, the door classification unit 64 classifies all of the second door 2 and the fifth door 5 as intermediate doors.

  The door classification unit 64, for example, based on the position of the door and the position of the vehicle door D of the railway vehicle T that is stopped beside the platform P, the door, a pair of opening doors, or the opening door It may be classified into any of the non-opening doors other than the pair.

  For example, regarding the doors belonging to the first door group G1, the door classification unit 64 may determine the center of the second door 2 belonging to the first door group G1 and the fifth door 5 on the left of the second door 2 It is confirmed whether or not the center of the vehicle door D exists between the center of the vehicle door D.

  Here, when it is confirmed that the third door 3 exists, the door classification unit 64 specifies the third door 3 to which the first door group G1 belongs as an open door. On the other hand, when it is confirmed that the third door 3 does not exist, the door classification unit 64 specifies the third door 3 to which the first door group G1 belongs as a non-opening door.

  Then, the door classification unit 64 connects the vehicle door D between the center of the second door 2 belonging to the first door group G1 and the center of the fifth door 5 on the right of the second door 2. Check if the center of exists.

  Here, when it is confirmed that the first door group G1 exists, the door classification unit 64 specifies the first door 1 to which the first door group G1 belongs as an open door. On the other hand, when it is confirmed that there is no door, the door classification unit 64 specifies the first door 1 to which the first door group G1 belongs as a non-opening door.

  In addition, for example, regarding the doors belonging to the second door group G2, the door classification unit 64 determines the center of the fifth door 5 belonging to the second door group G2 and the second door adjacent to the left of the fifth door 5 It is confirmed whether or not the center of the vehicle door D exists between the center of the door 2 and the center.

  Here, when it is confirmed that the second door group G2 is present, the door classification unit 64 specifies the fourth door 4 to which the second door group G2 belongs as an open door. On the other hand, when it is confirmed that there is no door, the door classification unit 64 specifies the fourth door 4 to which the second door group G2 belongs as a non-opening door.

  Then, the door classification unit 64 sets the vehicle door D between the center of the fifth door 5 belonging to the second door group G2 and the center of the second door 2 on the right of the fifth door 5. Check if the center of exists.

  Here, when it is confirmed that the second door group G2 exists, the door classification unit 64 specifies the sixth door 6 to which the second door group G2 belongs as an open door. On the other hand, when it is confirmed that the second door group G2 does not exist, the door classification unit 64 specifies the sixth door 6 to which the second door group G2 belongs as a non-opening door.

  When the opening door and the non-opening door are specified as described above, the fourth door 4 on the right of the first door 1 specified as the opening door is specified as the opening door. . That is, a pair of the first door 1 and the fourth door 4 is specified as a pair of opening doors. Further, the third door 3 on the right of the sixth door 6 specified as the opening door is specified as the opening door. That is, a pair of the third door 3 and the sixth door 6 is specified as a pair of opening doors.

  Similarly, the fourth door 4 on the right of the first door 1 specified as the non-opening door is specified as the non-opening door. That is, a pair of the first door 1 and the fourth door 4 is specified as a pair of non-opening doors. Further, the third door 3 on the right of the sixth door 6 specified as the non-opening door is specified as the non-opening door. That is, a pair of the third door 3 and the sixth door 6 is specified as a pair of non-opening doors.

  In the present embodiment, for example, the door classifying unit 64 classifies the opening door into one of an obstructing door that obstructs the opening and a non-obstructing door that does not obstruct the opening. In the present embodiment, for example, the door classification unit 64 also classifies the non-opening door into one of the obstacle door and the non-obstruction door.

  Here, for example, when the range from the leftmost coordinate value to the rightmost coordinate value of the door included in the gate device 100 overlaps at least a part of the obstacle range of any vehicle door D, the door is Identified as an obstacle door. Conversely, when the range from the leftmost coordinate value to the rightmost coordinate value of the door included in the gate device 100 does not overlap with any obstacle range of any vehicle door D, the door is specified as a non-failure door. .

  In the present embodiment, for example, the moving direction determining unit 66 determines the moving direction of the opening door for each of the opening doors specified as the obstacle door.

  Here, for example, when the door in contact with the opening door at the basic position is the door on the left of the opening door, that is, when the opening door is the third door 3 or the fourth door 4 The moving direction determining unit 66 determines the moving direction of the opening door to be right.

  Further, for example, when the door in contact with the opening door at the basic position is the door on the right of the opening door, that is, when the opening door is the first door 1 or the sixth door 6, The moving direction determining unit 66 determines the moving direction of the opening door to be left.

  In the present embodiment, for example, the target position determination unit 68 determines the target position of the opening door specified as the obstacle door based on the position of the vehicle door D of the railway vehicle T that is stopped beside the platform P. Here, the target position determination unit 68 may determine the target position of the opening door.

  Here, for example, by moving the opening door along the movement direction determined for the opening door, the range from the leftmost coordinate value to the rightmost coordinate value of the opening door overlaps with the obstacle range of any vehicle door D. The position at which the opening door no longer works may be determined as the target position of the opening door. Further, a position that is a predetermined distance from the reference position from a position where the range from the coordinate value on the left end to the coordinate value on the right end of the opening door does not overlap any obstacle range of any vehicle door D is the target position of the opening door. May be determined. Here, for example, a target position indicating the center position of the opening door may be determined. In this case, the center of the opening door is controlled by a door control unit 70 described later so as to move to a target position of the opening door.

  Further, the target position determination unit 68 may determine the target position of the non-opening door specified as the obstacle door. Here, for example, a position where there should be an opening door on the left of the pair of non-opening doors and a position where there should be an opening door on the right of the pair of non-opening doors (for example, a central position between two positions that should exist) ) May be determined as the target position of the pair of non-opening doors. Here, the position where the door should be located indicates a target position when the door is a faulty door, and indicates a reference position when the door is a non-faulty door. In this case, the center of the pair of the non-opening doors (that is, the right end of the left non-opening door (the left end of the right non-opening door)) is controlled by the door control unit 70 described later to move to the target position. . Further, in the present embodiment, the pair of non-opening doors is controlled to move integrally so that no opening is generated between the pair of non-opening doors.

  The target position determination unit 68 also determines a target position for an intermediate door in which at least one of the left and right doors is an obstacle door. Here, for example, with respect to the second door 2 in which at least one of the third door 3 on the left and the first door 1 on the right is an obstacle door, the position where the third door 3 should be located A position at the center of the position where the first door 1 should be may be determined as the target position. In addition, regarding the fifth door 5 in which at least one of the fourth door 4 on the left and the sixth door 6 on the right is an obstacle door, the position where the fourth door 4 should be and the sixth door 6 The position at the center of the position where the door 6 should be located may be determined as the target position.

  In the present embodiment, for example, the door control unit 70 moves the door to the target position for the door for which the target position is determined.

  Here, the door control unit 70 may transmit a control signal for moving the door to the target position to a driving unit included in the door. The control signal may be, for example, a signal indicating a door moving time, a moving speed, a movement start timing, a movement end timing, a target position, and the like.

  Then, in response to receiving the control signal, the driving unit may move the door associated with the driving unit to the target position according to the control signal.

  Hereinafter, an example of a flow of a process executed by the control device 30 according to the present embodiment in response to the stop of the railway vehicle T beside the platform P will be described with reference to a flowchart illustrated in FIG.

  As described above, when the railway vehicle T stops beside the platform P, the data collection device 20 transmits the stopped vehicle data to the control device 30.

  Then, the vehicle door position identification unit 62 receives the stopped vehicle data transmitted from the data collection device 20 (S101).

  Then, the vehicle door position specifying unit 62 specifies the position and the size of the vehicle door D based on the stopped vehicle data received in the processing shown in S101 (S102).

  Then, the door classifying unit 64 is configured such that, for each of the first door 1, the third door 3, the fourth door 4, and the sixth door 6, the door is an open door. It is specified whether there is a door or a non-opening door (S103).

  Then, the door classification unit 64 determines that each of the first door 1, the third door 3, the fourth door 4, and the sixth door 6 included in the gate device 100 is an obstacle door. It is specified whether the door is a non-failure door (S104).

  Then, the moving direction determining unit 66 determines a moving direction for each of the opening doors identified as the obstacle doors by the processing shown in S103 and S104 (S105).

  Then, the target position determination unit 68 determines a target position based on the moving direction determined in the processing shown in S105 for each of the opening doors identified as the obstacle doors in the processing shown in S103 and S104 (S106).

  Then, the target position determination unit 68 determines the target position for each of the non-opening doors identified as the obstacle doors in the processing shown in S103 and S104, based on the target position of the opening door determined in the processing shown in S106. (S107).

  Then, the target position determination unit 68 determines the target position of the intermediate door in which at least one of the door on the left and the door on the right is an obstacle door as described above (S108).

  Then, the door control unit 70 transmits a control signal for moving the door whose target position has been determined in the processing shown in S106 to S108 to the target position, to a driving unit included in the door (S109). As a result, the door is moved to the target position by the drive unit.

  Then, the processing shown in this processing example ends.

  Here, in the present embodiment, the door control unit 70 moves the opening door to the target position, and makes the non-opening door identified as the obstacle door corresponding to the opening door dependent on the movement of the opening door. Move. Further, in the present embodiment, the door control unit 70 also moves the intermediate door corresponding to the opening door for which the target position is determined, in a manner dependent on the movement of the opening door.

  Here, the non-opening door corresponding to the opening door and specified as the obstacle door indicates, for example, a non-opening door belonging to the same door group as the opening door. The intermediate door whose target position is determined, which corresponds to the opening door, indicates, for example, an intermediate door belonging to the same door group as the opening door.

  Here, for example, the door control unit 70 may move the non-opening door identified as the obstacle door corresponding to the opening door for a time equal to or shorter than the moving time of the opening door.

  For example, it is assumed that the third door 3A and the sixth door 6B are opening doors identified as obstacle doors, and the first door 1A and the fourth door 4B are non-opening doors identified as obstacle doors. . In this case, the movement time of the first door 1A and the fourth door 4B may be shorter than the movement time of the third door 3A. Further, the moving time of the first door 1A and the fourth door 4B may be shorter than the moving time of the sixth door 6B.

  In this case, the movement time of the second door 2A may be equal to or less than the movement time of the third door 3A, and may be equal to or greater than the movement time of the first door 1A and the fourth door 4B. Further, the moving time of the fifth door 5B may be shorter than the moving time of the sixth door 6B, and may be longer than the moving time of the first door 1A and the fourth door 4B.

  Further, the door control unit 70 may move the obstacle door corresponding to the opening door at a speed equal to or lower than the speed of the opening door.

  For example, it is assumed that the third door 3A and the sixth door 6B are opening doors identified as obstacle doors, and the first door 1A and the fourth door 4B are non-opening doors identified as obstacle doors. . In this case, the moving speed of the first door 1A and the fourth door 4B may be lower than the moving speed of the third door 3A. Further, the moving speed of the first door 1A and the fourth door 4B may be lower than the moving speed of the sixth door 6B.

  Further, in this case, the moving speed of the second door 2A may be equal to or lower than the moving speed of the third door 3A, and may be equal to or higher than the moving speed of the first door 1A and the fourth door 4B. Further, the moving speed of the fifth door 5B may be equal to or lower than the moving speed of the sixth door 6B, and may be equal to or higher than the moving speed of the first door 1A and the fourth door 4B.

  Further, the door control unit 70 may start the movement of the obstacle door corresponding to the opening door at the same time as the opening door or at a timing later than the opening door.

  For example, it is assumed that the third door 3A and the sixth door 6B are opening doors identified as obstacle doors, and the first door 1A and the fourth door 4B are non-opening doors identified as obstacle doors. . In this case, the movement start timing of the first door 1A and the fourth door 4B is at the same time as the movement start timing of the third door 3A or later than the movement start timing of the third door 3A. Is also good. Further, the movement start timing of the first door 1A and the fourth door 4B may be simultaneous with the movement start timing of the sixth door 6B, or may be later than the movement start timing of the sixth door 6B. .

  In this case, the movement start timing of the second door 2A is simultaneously or later than the movement start timing of the third door 3A, and simultaneously or earlier than the movement start timing of the first door 1A and the fourth door 4B. You may. Also, even if the movement start timing of the fifth door 5B is simultaneously or later than the movement start timing of the sixth door 6B, and simultaneously or earlier than the movement start timing of the first door 1A and the fourth door 4B. Good.

  Further, the door control unit 70 may stop the obstacle door corresponding to the opening door simultaneously with the opening door or at an earlier timing than the opening door.

  For example, it is assumed that the third door 3A and the sixth door 6B are opening doors identified as obstacle doors, and the first door 1A and the fourth door 4B are non-opening doors identified as obstacle doors. . In this case, the stop timing of the first door 1A and the fourth door 4B may be simultaneous with the stop timing of the third door 3A, or may be earlier than the stop timing of the third door 3A. The stop timing of the first door 1A and the fourth door 4B may be earlier than the stop timing of the sixth door 6B.

  Further, in this case, the stop timing of the second door 2A may be simultaneously or earlier than the stop timing of the third door 3A, and may be simultaneously or later than the stop timing of the first door 1A and the fourth door 4B. . Further, the stop timing of the fifth door 5B may be simultaneously or earlier than the stop timing of the sixth door 6B, and may be simultaneously or later than the stop timing of the first door 1A and the fourth door 4B.

  In the present embodiment, the drive unit may move the door including the drive unit to a reference position of the door, for example, by performing a predetermined door closing operation by a crew member. In this case, the drive unit may move the door from the target position to the reference position so that the movement of each door is opposite to the movement when the door is moved from the reference position to the target position.

  In the present embodiment, as described above, the door control unit 70 moves the opening door to the target position, and moves the non-opening door identified as the obstacle door corresponding to the opening door to the movement of the opening door. To move subordinately. Therefore, according to the present embodiment, it is possible to prevent a portion other than the front of the vehicle door D from opening while improving the degree of freedom of the opening position.

  Further, each door of the gate device 100 may have a warning lamp. The warning lamp may be provided at an end in the moving direction of each door, among the housings constituting the exterior of each door. The warning lamp is an illuminating device that is turned on or blinks when the door is emergency stopped, for example, when a passenger is on a door passage while the door is moving. By turning on or flashing the warning lamp, a station staff or the like can visually recognize the danger and prevent an accident from occurring.

  Further, as shown in FIG. 1, each door of the gate device 100 preferably has a display unit 90. The display unit 90 is provided on the inner surface of the platform P in the housing constituting the exterior of each door, and displays an image indicating the moving direction of each door. The display unit 90 may be, for example, an organic EL (Electronic Luminescent) display device, a liquid crystal display device, or the like.

  In FIG. 1, an arrow indicating the left direction is displayed on the display unit 90 of the first door 1A, the fourth door 4B, and the sixth door 6B. Further, an arrow indicating the right direction is displayed on the display section 90 of the third door 3B. Further, the display section 90 of the first door 1B is turned off, and no arrow is displayed.

  Thereby, the passenger can easily recognize in which direction each door moves. Therefore, the passenger can immediately recognize where the opening is formed in the gate device 100, and can smoothly move from the platform P into the railcar T. Further, by recognizing the moving direction of each door, the passenger can avoid contact with the door moving on the platform P.

  Although FIG. 1 illustrates an example in which the second door 5 and the fifth door 5 do not have the display unit 90, these doors may also have the display unit 90.

  Also, what is displayed on the display unit 90 is not limited to the arrow, but may be any as long as it is displayed when the door is moved. For example, when the door moves rightward, the display unit 90 may display a character such as “move right”. In addition, the display unit 90 is not limited to the one that indicates the moving direction, and may be any one that causes the passenger to recognize that the vehicle is moving. For example, a configuration in which the display unit 90 blinks while the door is moving may be employed. Further, a message indicating that the door is open, such as “this door opens”, may be displayed on the display unit 90. Thus, the passenger can at least recognize which door moves and which door does not move, and can avoid contact with the moving door.

  The display of the image by the display unit 90 may be performed while the door is moving, or may be performed before the door moves. The display of the image by the display unit 90 may be performed both before and during the movement of the door. The display by the display unit 90 may be performed immediately before the door starts moving, and the display may be turned off when the door starts moving.

  Since the display is performed by the display unit 90 before the door moves, the passenger can recognize in advance which door moves and which door does not move. In addition, by displaying the image while the door is moving, the passenger can avoid contact with the moving door.

  The door control unit 70 may cause the display unit 90 provided on the door to display the fact when the door is moved. Here, for example, when the above-described control signal is transmitted to the driving unit included in the door, the door control unit 70 may transmit a display signal indicating an image to be displayed to the display unit 90 included in the door. Good. Then, the display unit 90 may display an image according to the display signal. As described above, the image may be an image representing the moving direction of the door.

  Note that the above-described warning lamp may have a function as the display unit 90. That is, for example, a warning lamp provided on the first door 1 may be turned on when the first door 1 moves. In this way, the warning lamp is turned on, so that the passenger can recognize which door is moving or moving.

  In the present embodiment, the control device 30 may receive vehicle data from a communication terminal such as a tablet terminal owned by a crew member without passing through the data collection device 20.

  Further, in the present embodiment, the target positions may be determined for all the doors. In this case, for a door that does not move when an opening for passengers to get on and off is formed, the same position as the reference position is determined as the target position.

  Further, in the present embodiment and the modified example, an example in which three door passages are provided is described. However, the present invention is not limited to this, and four or more door passages may be provided. Further, in the present embodiment and the modified example, an example has been described in which all the doors of the gate device 100 are movable. Alternatively, a plate or the like for restricting passengers from getting on and off the railway vehicle T may be fixedly provided on the platform P.

  1 1st door, 2nd door, 3rd door, 4th door, 5th door, 6 6th door, 11 1st door passage, 12 2nd door passage, 13 Third door passage, 20 data collection device, 30 control device, 30a processor, 30b storage unit, 30c communication unit, 51-56 drive unit, 60 reference position data storage unit, 62 vehicle door position identification unit, 64 door classification Unit, 66 moving direction determining unit, 68 target position determining unit, 70 door control unit, 90 display unit, 100 gate device, 1000 gate system, P platform, T railway vehicle, D vehicle door.

Claims (8)

A plurality of doors each independently moving on any of a plurality of door passages extending along an edge of the platform;
A pair of one or more open doors that open the door by moving one or both of the left and right based on the position of the door and the position of the vehicle door of the railway vehicle stopped beside the platform. Or, a first classification means for classifying any of the non-open doors other than the pair of open doors,
A second classifying unit that classifies the non-opening door into one of a non-obstruction door that does not become an obstruction of the opening or an obstruction of the opening,
Target position determining means for determining a target position of the opening door based on a position of the vehicle door,
Door control means for moving the opening door to the target position, and for moving the obstacle door corresponding to the opening door subordinately to the movement of the opening door,
A gate system for a platform, comprising: The door control means moves the obstacle door corresponding to the opening door for a time equal to or less than the movement time of the opening door,
The gate system for a platform according to claim 1, wherein: The door control means moves the obstacle door corresponding to the opening door at a speed equal to or lower than the speed of the opening door,
The gate system for a platform according to claim 1 or 2, wherein: The door control means starts the movement of the obstacle door corresponding to the opening door simultaneously with the opening door or at a timing later than the opening door,
The platform gate system according to any one of claims 1 to 3, wherein: The door control means stops the obstacle door corresponding to the opening door simultaneously with the opening door or at an earlier timing than the opening door,
The platform gate system according to any one of claims 1 to 4, wherein: The door control means further causes a display unit provided in at least a part of the plurality of doors to display a message when the door is moved,
The platform gate system according to any one of claims 1 to 5, wherein: The door control means causes the display unit to display an image representing a moving direction of the door.
7. The gate system for a platform according to claim 6, wherein: A method of controlling a platform gate device having a plurality of doors independently moving on any of a plurality of door passages extending along an edge of the platform,
A pair of one or more open doors that open the door by moving one or both of the left and right based on the position of the door and the position of the vehicle door of the railway vehicle stopped beside the platform. Or, classifying any of the non-open doors other than the pair of open doors,
Classifying the non-opening door into one of a non-obstructing door that is not an obstruction of the opening and an obstructing door that is not an obstruction of the opening,
Determining a target position of the opening door based on a position of the vehicle door;
Moving the opening door to the target position, and moving the obstacle door corresponding to the opening door subordinately to the movement of the opening door;
A method for controlling a gate system for a platform, comprising:

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