KR101427058B1 - 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

The present invention provides an adaptable elevation position variable door for a train capable of being universally applied to a heterogeneous train. N-1 trains are divided into one front end portion, N-1 middle portion, and one rear end portion by partitioning the trains having N number of hatches at each of the hatches, and one or a plurality of units And the target waiting position for the door pockets of the respective units and the trains of the door body is set such that a portion corresponding to the total length of the train at the target waiting position is closed by the assigned unit group, So that the entrance is positioned within the opening width formed between adjacent unit groups from the position.

Description

BACKGROUND OF THE INVENTION Field of the Invention [0001] The present invention relates to a device and a device for determining a configuration of a lifting position variable type home door and a device for determining a configuration of a lifting position variable type home door,

BACKGROUND OF THE INVENTION Field of the Invention [0001] The present invention relates to an elevating / lowering movable door provided close to a side edge of a platform for partitioning a platform and a track.

In recent years, as a countermeasure against safety measures at railway stations, installation of devices called flat door, home fence, etc. is expanding and it is thought that the spread will continue in the future. In the present specification, these platform doors, the home fences, and the like are collectively referred to as a groove door.

The currently installed home door depends on the door arrangement of the train, and the opening is fixed, so that it can not cope with the platform where the train with different vehicle door pitch travels. However, there are a lot of lines where there are many different trains with different train length, number of knitting, number of doors, width, position, etc. depending on the type, use and vehicle type.

Therefore, in the case of introducing the groove door into the existing installation route, it is necessary to adjust the number of trains, the totality, the update, etc. in order to unify the position of the door on the train side and introduce the stopper. In addition, it becomes impossible to provide various services such as the division of the vehicle according to the train type and the fine adjustment of the stop position for each destination. This problem is a great obstacle to the spread of the home door to the existing installation route.

In the railway system, we offer safety and relief more than ever by the home door, and continue the mode of operation according to the purpose by the various trains that are now realizing naturally, and the freedom to the future new train, It is desirable to secure it. For this purpose, a lift-type movable-type door is required which is capable of "freely varying the lift-up position to some extent". At the same time, these can cope with shifts of the stop position, and it is also advantageous in that it is unnecessary to introduce the stopping device and it is possible to prevent a delay due to overrun.

Although several proposals have been made so far for the lift-position variable type door, they are limited to a partial operating mechanism or a specific vehicle pattern, and there is no example in reality.

In order to realize the elevating position variable type door, it is advantageous to operate the door pocket. Patent Documents 1 and 2 disclose a door having a movable door pocket, but all refer to a partial operating mechanism of a door having a movable door pocket. Patent Document 3 discloses how to operate a platform gate system having a movable door pocket, but there is no point at how to make a platform gate system capable of coping with a heterogeneous train.

In the conventional door pocket fixed type home fence, a home fence may be provided in accordance with a specific one kind of train stopped in a groove provided with the home fence, and at most one car fence It was sufficient to determine the configuration and position of the home fence.

However, in the ride position variable type door, it is necessary to form openings in accordance with the inlets of a plurality of different types of trains capable of stopping in the grooves. In the different types of trains, the number of in- , The width dimension of the entrance door is different, the length of one amount is different, the total length of the train is different, etc. Therefore, it is not simple to determine the configuration and position of the riding position variable door.

Japanese Patent Application Laid-Open No. 2005-335451 Japanese Patent Application Laid-Open No. 2006-8068 (Patent No. 4368749) Japanese Patent Application Laid-Open No. 2007-30659

An object of the present invention is to provide associating an elevator position variable door that can be universally applied to a heterogeneous train to a train.

Another object of the present invention is to efficiently determine the overall configuration of a door that can accommodate various types of vehicles while considering the entirety of a heterogeneous train in an elevating position variable type door.

The first technical means adopted by the present invention is a device for associating the elevation position variable door with the train.

The elevating-position variable-type door is configured such that a plurality of units including a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies are provided continuously in the longitudinal direction on the groove to close at least a space between the groove and the orbit And an opening is formed between the units in accordance with the entrance of the train when the train ascends and descends.

The apparatus for coping with a train of a lift-position variable-

Means for storing length dimensions of at least respective intermediate portions of one front end portion, N-1 middle portion, and one rear end portion obtained by partitioning a train having N elevator openings in each of the elevation openings,

Means for storing a width dimension of the entrance of a vehicle included in each intermediate portion,

Means for storing a maximum width dimension and a minimum width dimension of one unit,

The number of units for calculating the number of units corresponding to each middle portion is calculated by using all or part of the length dimension of each intermediate portion, the maximum width dimension of the one unit, the minimum width dimension, and the width dimension of the entrance door included in each intermediate portion Sudan,

A unit for assigning one or a plurality of units (hereinafter referred to as " unit group ") calculated by the unit number calculation means to each middle portion of a plurality of consecutive intermediate portions of at least a part of N-1 intermediate portions Group allocation means,

A target waiting position for a door pocket and a train of a door body of each unit of the unit group assigned by the unit group assigning means is set to a target waiting position in which the plurality of consecutive middle portions are arranged by the assigned unit group And target waiting position determining means for determining that the entrance is positioned within the opening width formed between adjacent unit groups from the target waiting position.

In one form, unit groups are allocated to each of the entire intermediate portions by the unit group assigning means.

One feature of the technical idea of the present invention is that a train having N cages is divided at each cage to divide into one front end portion, N-1 middle portion, and one rear end portion, , And one or a plurality of units (hereinafter referred to as " unit group "). This idea of matching a lift door with a variable home door is a new idea that has never been seen before.

In one form, the number-of-units calculating means calculates the maximum number and the minimum number of units corresponding to the respective intermediate portions,

The maximum number and the minimum number of units corresponding to the calculated intermediate portions are stored in the storage means for storing the maximum number and the minimum number of the units,

The unit group assigning unit allocates a unit group composed of the number of units selected from the range of the maximum number stored and the minimum number to each intermediate portion.

In one form, the door pockets of each unit and the target waiting position of the door body,

The length dimension of each unit group at the target waiting position coincides with the length dimension of the corresponding middle portion,

By moving only the door body from the target waiting position, it is determined that each of the doors is positioned within the opening width formed between adjacent unit groups.

In one form, an end unit group assigning means is assigned to at least one of the front end portion and the rear end portion to assign an end unit group composed of one or more units,

Wherein the target waiting position determining means determines that the unit group of the intermediate portion and the end unit group are kept closed at the target waiting position and that the target waiting position is a position at which the end unit group and the unit So that the entrance is positioned within the opening width formed between the groups.

The configuration of the end unit group also differs depending on the form of the compartment in each companion. In the case of partitioning at the center of the entrance door as in the embodiment described later, it is necessary to allocate at least one unit to each of the front end portion and the rear end portion.

The configuration of the end unit group may also differ depending on whether or not the unit corresponding to the entire length of the front end portion and the rear end portion is closed by the unit. For example, there may be a case where the front end portion or the rear end portion is closed with the unit + another fixed shield.

In one form, the end unit group assigning means may be arranged such that at the front end portion, an end unit group having a number of units corresponding to the length of the front end portion corresponds to the length of the rear end portion at the rear end portion And an end unit group having a number of units is assigned.

Further, even when consideration is given to the cabin door, the configuration of the end unit group may be different.

In one form, the target waiting position determining means determines the target waiting position for the door pockets of each unit and the train of the door body by closing the portion corresponding to the entire length of the train at the target waiting position by the groove door And also determines that each of the doors is positioned within the opening width formed between adjacent target unit groups (including the end unit group) from the target standby position.

According to one aspect of the present invention, there is provided an apparatus for mapping a lift door position variable door to a train,

Means for storing lengths of respective portions of one front end portion, N-1 middle portion, and one rear end portion obtained by partitioning a train having N elevator openings in each of the elevation openings;

Means for storing a width dimension of a doorway included in each of the parts,

Means for storing a maximum width dimension and a minimum width dimension of one unit,

Means for calculating a maximum number and a minimum number of units corresponding to the respective intermediate portions by using the maximum width dimension, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entranceway included in each intermediate region,

Means for storing a maximum number and a minimum number of units corresponding to the calculated intermediate portions,

Means for assigning to each intermediate region a unit group consisting of a number of units selected from a range of a maximum number stored and a minimum number stored,

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 the unit group consisting of the calculated number of units to the front end portion and the rear end portion,

The target waiting position for the door pockets of the units and the trains of the door body of each unit that has been allocated is closed by a groove door at a position corresponding to the entire length of the train at the target waiting position, Target waiting position determining means for determining that each of the doors is positioned within the opening width formed between the unit groups,

And means for storing the determined target door position of each unit and the target waiting position of the door body.

When a short train is stopped, when the total length of a plurality of different types of trains standing on a target platform is different, the elevating position variable type door is configured such that a portion corresponding to the entire length of the short train and a blank portion Which is caused by the difference in length between the train and the short train). At this time, it is also necessary to determine a target waiting position of each unit (door pocket and door body) corresponding to the blank portion. However, the position of the unit in the blank portion may be determined so as to maintain the closed state without needing to open in accordance with the entrance.

In one form, the maximum number is obtained by dividing the dimension of each intermediate portion - the width dimension of the entrance of the vehicle included in the intermediate portion by the minimum width dimension of one unit (decimal point trimming).

In one form, the maximum number is obtained by dividing the value obtained by subtracting delta 隆 from the width dimension of each of the intermediate portions and the width dimension of each of the in-door portions included in the intermediate portion by the minimum width dimension of one unit, (Decimals are discarded).

In one form, the minimum number is obtained by dividing the dimension of each intermediate portion by the maximum width of one unit (decimal point rounding).

In one form, the target waiting position of the door pocket and the door body is specified by the coordinates relative to each train. In a typical example, the position is specified by the coordinates with the trains head as the origin for each train.

In one form, a target stop position of each train in the platform is assigned, and the target stand-by position is specified by coordinates relative to the platform. In a typical example, the position is specified by coordinates with the platform head as the origin.

In a case where a plurality of different types of trains are stopped on the target platform, the target waiting positions of the respective units (door pockets and door bodies) are different for each different train.

Those skilled in the art can understand that the target waiting position of each unit of each different kind of train can be optimized. Here, it is conceivable that the optimization means is optimized to reduce the moving distance of the unit as much as possible, although it varies depending on the purpose of optimization.

In this case, in one form, a target stop position is assigned to each train in the platform, and the target waiting position is acquired in coordinates based on the platform,

Means for calculating a difference between a target waiting position of each door pocket corresponding to a different kind of train stopped on the platform,

And means for optimizing the stop position of each of the heterogeneous trains with the target waiting position as an initial value so that the difference is minimized.

The second technical means adopted by the present invention is a device for determining the configuration of a ride-position-variable-type door, which is also used in an apparatus for determining the configuration of a ride-position-variable-type door.

The riding position variable type door is provided with a predetermined number of longitudinally extending units on the groove, each unit comprising a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies, thereby closing the space between the groove and the orbit , And an opening is formed between the units in accordance with the entrance of the train when the train ascends and descends.

The configuration of the ride position variable type door includes the number of units and the position of each unit (door pocket and door body). In one form, the configuration determining device of the ride position variable type door includes unit number determination means, And a placement determination means.

In one form, in the cruise position variable door configuration determining apparatus,

The number-of-

Means for storing respective length dimensions of one front end portion, a plurality of intermediate portions, and one rear end portion obtained by partitioning each of the hatches with respect to each of the different types of trains;

Means for storing a width dimension of a hatchway included in each intermediate portion of each of the different types of trains,

Means for storing a maximum width dimension and a minimum width dimension of one unit,

The maximum number and the minimum number of units corresponding to the respective intermediate portions are calculated by using the length dimension of each intermediate portion, the maximum width dimension of one unit, the minimum width dimension, and the width dimension of the entrance door included in each intermediate portion And

Means for storing a maximum number and a minimum number of units corresponding to the calculated intermediate portions,

Means for obtaining a maximum total number and a minimum total number of units of each of the heterogeneous trains by adding the maximum number and the minimum number of units for each heterogeneous train,

And means for determining an overlapping range of the maximum total number and the minimum total number of units of the different types of trains and determining the number selected from the overlapping range as the first unit number, It is the number of units that can close the whole intermediate part of the longest train.

In one form, the heterogeneous train comprises at least one train of different lengths,

Means for obtaining a difference in length between the longest train and the short train,

Means for correcting the maximum total number and the minimum total number of units of the short train according to the longest train based on the difference in length,

The redundant range is obtained using the maximum total number and the minimum total number after correction.

In one form, the difference in length is the difference between the length of the entire intermediate portion of the longest train and the length of the entire intermediate portion of the short train.

In one form,

Means for obtaining a difference between the lengths of the trains to be corrected and the longest train (the lengths of all intermediate portions may be different)

Means for obtaining 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,

And 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, respectively.

As another correction means, the ratio of the total length of the longest train to the correction target train may be multiplied by the maximum total number and the minimum total number of units in the train to be corrected.

In one form, the first unit number is a unit minimum total number of the overlapping range.

In the above embodiment, the number of units corresponding to the entire intermediate portion is obtained. In each train, the maximum total number and the minimum total number of all units including the number of units corresponding to the front end portion and the rear end portion are obtained, The total number of units may be obtained from the overlapping range of the total number and the minimum total number.

In one form, the unit number determining means determines,

In the longest train that stops on the platform, the trains are partitioned at each entrance to divide into one front end portion, a plurality of intermediate portions, and a rear end portion to obtain the length dimension of each portion, and correspond to the length dimension of the entire intermediate portion Means for determining a first number of units to be used,

Means for determining a second number of units corresponding to the front end portion and / or the rear end portion,

And means for making the sum of the first unit number and the second unit number a predetermined number.

In one form, the means for determining the first number of units,

Means for obtaining the length dimension of each portion by dividing into a front end portion, a plurality of intermediate portions, and a rear end portion by partitioning each of the elevation openings in each of the different types of trains standing on the platform,

The maximum number and the minimum number of units corresponding to the respective intermediate portions are acquired using the maximum width dimension, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entrance of the vehicle included in each intermediate region for each heterogeneous train And

Means for acquiring a maximum total number and a minimum total number of units in each train by adding the maximum number and the minimum number for each different train,

Means for obtaining the overlapping range of the maximum total number of units and the minimum total number of each of the heterogeneous trains and setting the number selected from the overlapping range as the first unit number.

In one form, the means for determining the first number of units,

Means for obtaining a length dimension of each portion by dividing the longest train of each of the different types of trains standing on the platform into one front end portion, a plurality of intermediate portions, and one rear end portion by partitioning each of the inlets,

The maximum number and the minimum number of units corresponding to the respective intermediate portions are calculated by using the maximum width dimension, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entrance of each unit in the longest train Means for acquiring,

Means for obtaining the maximum number of units and the minimum total number by adding the maximum number and the minimum number in the longest train respectively and setting the number of units selected from the range of the maximum number of units and the minimum number of units as the first number .

In one form, the second unit number is a number capable of closing a length corresponding to the entire length of the front end portion and the rear end portion.

In one form, the number of the second units is such that a groove door comprising a predetermined number of units, which is the sum of the first unit number and the second unit number, has a length corresponding to at least the longest train total length, The number of the doors is determined by the length of the platform.

In one form, the apparatus includes unit placement determination means,

The unit arrangement determining means determines,

All or a part of the units of the first number of units are assigned to one or a plurality of units (hereinafter referred to as " unit groups ") within the range of the maximum number to the minimum number of units corresponding to the respective intermediate portions Unit group assignment means for assigning unit group assignment means,

A target waiting position for the door pockets of the assigned units and the trains of the door body is set such that the entire intermediate portion of each of the different types of trains at the target waiting position is closed by the assigned unit group, And the target waiting position determining means for determining that the entrance is located within the opening width formed between adjacent unit groups.

In one form, each of the different types of trains stopping on the platform includes at least one train of different lengths,

Wherein,

In a short train, a number of units of the number of the first units is allocated to each intermediate portion.

The " number of part of the first unit number " is appropriately determined by a person skilled in the art, for example, by using the minimum total number of short trains for which the difference from the longest train is the average of the maximum and minimum dimensions of the unit A number obtained by dividing the ratio of the longest train to the short train by the number obtained by multiplying the first unit number by the ratio of the longest train to the short train is used .

In one form, the means for assigning the unit group to each intermediate portion is for allocating a first unit number of the predetermined number of units,

First allocation means for allocating a minimum number of units corresponding to each intermediate portion to each intermediate portion,

And second allocation means for distributing the redundant units in order from the largest one of the lengths of the intermediate portions when the redundant units are generated.

In one form, when the redundant unit not allocated to the intermediate portion occurs in the unit of the first unit number, the third allocation means allocates the redundant unit to the front end portion and / or the rear end portion .

The mating method of the present invention according to the present invention is characterized in that in the elevating position variable type door of the existing installation, the possibility of introduction of a new heterogeneous train and the use of the new one for efficiently determining the target waiting position of the door for the longitudinal train .

According to one aspect of the present invention, there is provided an apparatus for determining whether or not an application of a ride-position variable type door on a groove to an old-

The riding position variable type door is configured such that a plurality of units including a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies are provided continuously in the longitudinal direction on the groove to close the space between the groove and the orbit , And an opening is formed between the units in accordance with the entrance of the train when the train ascends and descends,

Means for storing respective length dimensions of one front end portion, M-1 middle portion, and one rear end portion obtained by dividing a new-type longitudinal train having M cooperating doors at each entrance,

Means for storing a width dimension of the entrance of a train included in each portion of the slave train,

Means for storing the total number of units constituting the ride position variable type door,

Means for storing the total length of the ride position variable type door,

Means for storing a maximum width dimension and a minimum width dimension of one unit,

A length dimension of each portion of the innermost portion of the longitudinal train, a front end portion, a rear end portion, a total length of the riding position variable door and a total length of the longitudinal train, a maximum width of one unit, Means for calculating a maximum number and a minimum number of units corresponding to the respective portions using the width dimensions of the hatches included in the respective portions,

Means for storing a maximum number and a minimum number of units corresponding to each calculated portion,

Means for acquiring a maximum total number and a minimum total number of units of the new longitudinal train by adding the maximum number and the minimum number of units corresponding to the respective portions,

And means for determining whether or not the total number of units of the home door of the base installation is within the range of the maximum total number and the minimum total number of units of the longitudinal train.

After it is determined that the new position of the ride-on position variable door can be introduced into the longitudinal train, it is possible to determine the configuration corresponding to the longitudinal train using the unit group assigning means and the target waiting position determining means of the coordinating apparatus.

The matching device according to the present invention can be applied to a heterogeneous train in general use, and is used in both of a door door installation and a installation (check at introduction of a new train).

INDUSTRIAL APPLICABILITY The present invention can efficiently determine the overall configuration of a door that can accommodate various types of vehicles while considering the entirety of a heterogeneous train in a lift-position variable type door.

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

BRIEF DESCRIPTION OF DRAWINGS FIG. 1A is a schematic perspective view of an embodiment of a door according to the present invention, viewed from a track side; FIG.
1B is a schematic perspective view of an embodiment of a door according to the present invention viewed from the groove side.
FIG. 2A is a schematic perspective view of another embodiment of a door according to the present invention, viewed from an orbit side; FIG.
FIG. 2B is a schematic perspective view of another embodiment of the groove door according to the present invention viewed from the groove side. FIG.
3 is a schematic perspective view showing another embodiment of the movable groove fence according to the present invention as viewed from the track side.
Fig. 4 is a view showing a traveling mechanism and a driving method of the movable door pocket, wherein Fig. 4 (A) shows a ball screw drive system and Fig. 4 (B) shows a belt drive system.
Fig. 5 is a diagram showing the details of the traveling mechanism / driving system of Fig. 4 (A). Fig.
Fig. 6 is a diagram showing details of the driving mechanism / driving method of Fig. 4 (B). Fig.
Fig. 7 is a perspective view showing an embodiment of a base unit of a door according to the present invention. Fig. 7 is a view showing the construction of a groove door by providing the same basic unit in a groove lengthwise direction in a typical manner.
8 is a diagram illustrating a configuration and a moving method of a door according to the present invention;
9 is a view showing the dimensions of one embodiment of the base unit;
10 is a view showing definitions of terms defining a platform, a train, and a door.
FIG. 10A is a view illustrating a difference in length of a platform, a train, and a groove door; FIG.
Fig. 11 shows a configuration in which a train is partitioned at each hatch.
Fig. 11A shows a configuration in which a train is partitioned at each hatch;
Fig. 12 shows an example in which a train is partitioned at each hatch.
Fig. 13 shows an example in which a train is partitioned at each hatch.
FIG. 14A is a diagram for explaining the calculation of the maximum number, and FIG. 14B is a diagram for explaining the calculation of the minimum number. FIG.
Figs. 15A to 15E are diagrams for explaining the determination of the position of each unit in the unit group at the intermediate position. Fig.
16 is a schematic block diagram of an apparatus for determining the configuration of the elevating position variable type door.
Fig. 16A is a diagram illustrating steps of a device for determining the configuration of the elevating position variable type door. Fig.
17 is a view showing a relationship between a crew door and a front end portion.
18 is a diagram showing an example of examination of a unit arrangement;
19 is a diagram showing an example of examination of a unit arrangement;

[A] Configuration of the lift door position variable door

The elevating position variable type door is characterized in that a door pocket for accommodating the door body in a slidable manner is movable along a guide rail buried in the bottom surface of the platform so as to extend in the longitudinal direction of the platform. Each of the door pockets has a driving means such as a roller or a motor and a motor and is capable of moving individually in the longitudinal direction of the platform by moving the traveling body along the guide rail by the driving means.

In the present embodiment, the elevating position variable type door is constituted by a door pocket having a wide bottom face and a door body having a wide triangular cross section and a plurality of units. The door body is also slightly smaller than the door pocket and has a similar cross-sectional shape. The door body is supported by a door pocket, and one unit is provided on either side of the door pocket, or one unit is provided on one side in a second unit (refer to FIG. 7). And a mechanism for moving the unit along two rails embedded in the groove end. It is aimed to supplement the resistance to the conduction moment by making the width of the bottom face large and making the supporting effect effective while providing the driving mechanism at the bottom with the pocket space so as to lower the center of gravity have. At the same time, both the door pocket and door body are extended to the limit line, eliminating the need for people to stand between the door and the car body. As a result, passengers who can not get on the bus due to being ridden are necessarily trapped between the door bodies of the door, so that it is possible to detect only by the door closing sensor of the door. Therefore, the passenger detecting sensor which can not be ridden can be omitted. Hereinafter, the structure of the elevation position variable door comprising the unit (door pocket + door body) of a triangular section will be described in detail with reference to the drawings.

A guide rail 2 is extended from the bottom surface of the platform 1 along the longitudinal direction of the platform 1. [ In one form, the guide rail 2 extends over substantially the entire length of the platform 1. [ Further, a plurality of short guide rails may be arranged in the longitudinal direction of the platform 1. [ The guide rail 2 is embedded in the bottom surface of the platform 1 so that the upper surface of the portion where the guide rail 2 is embedded is flush with the bottom surface of the platform 1.

A plurality of movable door pockets 3 are provided on the bottom surface of the platform 1 in the vicinity of the side edge portion on the track side. Each movable door pocket 3 is provided on the bottom surface of the platform 1 along the guide rail 2, And is movable in the longitudinal direction. The movable door pocket 3 has a first surface portion 30 facing the groove side, a second surface portion 31 facing the track side (orbit side surface), a top portion 32, a bottom surface 33 . The movable door pocket 3 has a substantially triangular shape when viewed from the side. The movable door pockets 3 are formed at a height lower than the height of a person.

1A and 1B, each of the movable door pockets 3 includes two door bodies protruding from the same side surface with respect to one movable door pocket 3, that is, a first door body 4, And a second door body (5). The sectional shapes of the first door body 4 and the second door body 5 are similar to those of the sectional shape of the movable door pocket 3 and the movable door pockets 3 and the first door body 4, The second door body 5 is nested.

The first door body 4 has a first surface portion (groove surface) 40 facing the groove side, a second surface portion 41 (orbit side surface) facing the orbit side, a top portion 42, (Hidden in FIGS. 1A and 1B and not visible), and has a triangular shape as viewed from the side.

The first door body 5 has a first surface portion (groove surface) 50 facing the groove side, a second surface portion 51 (orbit side surface) facing the raceway side, a top portion 52, (Hidden in FIGS. 1A and 1B and not visible), and has a triangular shape when viewed from the side.

In the inner space of the movable door pocket 3, a receiving portion for receiving the proximal end side of the first door body 4 is formed. The front end side of the door of the first door body 4 is in the form of an opening and the storage space for accommodating the door rear end side of the second door body 5 is formed in the inner space of the first door body 4. It is a design problem to designate the extent to which the first door body 4 and the second door body 5 can be pulled relative to the first door body 4 with respect to the movable door pocket 3, The front end side of the first door body 4 protrudes from the side surface of the movable door pocket 3 and / or the front end side of the door of the second door body 5 protrudes from the first door body 3 4).

The first door body 4 protrudes from the opening of the side surface of the movable door pocket 3 and the second door body 5 protrudes from the opening of the side surface of the door body 4, 5 are brought into contact with each other, the movable fence is closed and the first door body 4 is drawn into the movable door pocket 3 and / or the second door body 5, The side of the adjacent second door body 5 is spaced apart and a space is formed therebetween, so that the movable fence is in an open state. Alternatively, one or both of the adjacent movable door pockets 3 move in directions away from each other, and a space is formed between adjacent movable door pockets 3, whereby the movable fence is in an open state. By moving the movable door pockets relative to the door body in a state in which the protruding posture is maintained with respect to the door body in the protruding posture from one end face of the movable door pocket, (The movable door pocket functions as a door body).

1A and 1B show that the first door body 4 and the second door body protrude from one side of the movable door pockets 3 from the same side, The door body may be protruded. 2A and 2B, each of the movable door pockets 3 includes two door bodies protruding from both sides of one movable door pocket 3, that is, a first door body 4 ', a second door body 4' And a second door body 5 '. Sectional shapes of the first door body 4'and the second door body 5'are superimposed on the cross sectional shape of the movable door pocket 3 and the movable door pockets 3 and the first door body 4 ' , And the second door body 5 has a nest shape. More specifically, as described below, the rear end side of the door of the first door body 4 'housed in the movable door pocket 3 is connected to the second door body 5 'To slideably receive the rear end side of the door.

The first door body 4 'has a first surface portion (groove surface) 40' facing the groove side, a second surface portion 41 '(orbit side surface) facing the track side, a top portion 42' , And a bottom surface (not shown hidden in Figs. 2A and 2B), and has a triangular shape as viewed from the side.

The first door body 5 'has a first surface portion (groove surface) 50' facing the groove side, a second surface portion 51 '(orbit side surface) facing the orbit side, a top portion 52' And a bottom surface 53 ', and has a triangular shape as viewed from the side.

In the inner space of the movable door pocket 3, the door rear end side of the first door body 4 ', the door rear end side of the second door body 5' Respectively. The rear side of the door of the first door body 4 'is formed in an opening shape and a receiving portion for receiving the door rear end side of the second door body 5' is formed in the inner space of the first door body 4 ' . That is, when the first door body 4 'and the second door body 5' are accommodated, the first door body 4 ', which is drawn into the movable door pocket 3 from one side, The rear end side of the door of the second door body 5 'drawn into the movable door pocket 3 from the other side is slidably received. It is a matter of design to what extent the first door body 4 'and the second door body 5' can be pulled with respect to the movable door pocket 3, and in the most extended state (storage position) The door front end side of the body 4'is projected from one side of the movable door pocket 3 and / or the door front end side of the second door body 5'is projected from the other side surface of the movable door pocket 3. [ As shown in Fig. In the state in which the first door body 4 'and the second door body 5' protrude from both sides of the movable door pocket 3, the first door body 3 ' And the rear end side of the door body 4 'and the second door body 5' may not be inserted into each other.

The structure for slidingly moving the door body relative to the movable door pocket includes guide means provided in the door body accommodating portion of the door pocket for guiding the door body when the door body is opened and closed and slide means for sliding the door body along the guide means And a motor is typically used as the driving source of the driving mechanism.

Further, in a general door device, a door body slidable with respect to a door pocket is well known to those skilled in the art as a sliding door device, and an automatic sliding door that automatically slides the door body is also well known to those skilled in the art. In the mechanism for moving the door body, these techniques may be applied. The door panel protrudes from both sides of the door pocket, for example, as disclosed in Japanese Patent Application Laid-Open No. 11-334579, and is referred to. It is also possible to provide two door bodies protruding from the same side of the door pockets with respect to one door pocket and one door body as an intermediate door pocket for accommodating the other door body, Patent Document 2, Japanese Patent Application Laid-Open Nos. 2000-16281 and 2008-280034 disclose that the body is housed in one door body and one door body is housed in the housing portion of the door pocket And is hereby incorporated by reference.

4 to 6), the wheel 35 is caused to roll along the guide rail 2 so that the movable door pockets 3 and the movable door pockets 3, (3) is movable in the longitudinal direction of the platform (1). As described above, in one form, the guide rails 2 extend over substantially the entire length of the platform 1, but a plurality of guide rails may be intermittently arranged in accordance with the amount of movement of the respective movable door pockets 3 You can also install it. The movable door pockets 3 are provided with drive mechanisms for turning the wheels 35 frequently so that the wheels 35 move along the guide rails 2 by the drive mechanism, And moves in the longitudinal direction of the platform 1. The first door body 4 and the second door body 5 and 5 'are arranged on opposite sides of the movable door pockets 3, the first door bodies 4 and 4', and the second door bodies 5 and 5 ' A guide means is provided.

The traveling mechanism / driving system of the movable door pocket 3 will be described based on Figs. 4 to 6. Fig. 5 is a view showing 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. Four wheels 35 in total are provided on the lower surface 33 of the movable door pocket 3 with two spaced apart in the width direction and depth direction (thickness direction) of the movable door pocket 3, respectively. Each of the wheels 35 is rotatably supported by a plate-like bracket 36 extending vertically. On the bottom surface of the platform 1, there is formed a fine width groove 15 through which a plate-like bracket 36 can be inserted. It is preferable that the groove width of the groove portion 15 is designed so that the shoes of the passenger, other shoes, the tip of the cane, the roller at the lower end of the bag, and the like are not introduced.

In the bracket 36, two stopper wheels 37 are disposed in front of and behind the wheel 35 and above. A cover 20 is provided above the stopper wheel 37 so as to be supported by the support pillars 25 such that the upper surface of the cover 20 is flush with the bottom surface of the platform 1. The lower surface of the cover 20 is supported by a stopper wheel 37 are formed. The wheel 35, the bracket 36, and the stopper wheel 37 form a chassis roller assembly. In the door car assembly, the load in the upward direction (the lifting force by the door pocket conduction) is supported by the stopper wheel 37, and the weight of the door pocket in the downward direction is supported by the wheel 35 provided with the flange .

In order to flexibly cope with different types of trains with different door arrangements, each of the movable door pockets 3 needs to be driven individually, so that a separate driving source (motor) and a transmission mechanism are prepared for each movable door pocket 3 . It will be apparent to those skilled in the art from the four wheels 35 which wheel 35 is the drive wheel and which wheel 35 is the follower wheel or whether all the wheels 35 are the drive wheels. As shown in FIG. 5 and 6, the outgoing lines of the motor M and the transmission mechanism on one side are indicated by dotted lines, and the following description is applied to both the case where the motor is provided on one side and the case where the motor is provided on both sides. Can be understood. The movable door pockets 3 are provided with a control section for appropriately receiving commands from the management apparatus provided in the platform 1 and controlling opening and closing of the movable door pockets 3 and the door body.

5, in the space in which the guide rails 2 are embedded in the bottom surface of the platform 1, guide rails 2 (corresponding to the respective movable door pockets 3) And a ball screw 16 is extended along the longitudinal direction of the ball screw 16. A slider (ball nut) 17 is mounted on the ball screw 16 so as to be movable in the longitudinal direction of the ball screw 16 and the slide 17 is fixed to a bracket 36 for supporting the wheel 35 have. A motor M is connected to the end bearing 18 on one end side of the ball screw 16 and the speed reducer 19 on the other end side. The slider 17 is moved in either the right or left direction by selectively rotating the motor M by a command from the control unit so that the wheel 35 rolls on the guide rail 2 so that the movable door pocket 3 is moved to the platform (1) in the longitudinal direction. When the movable door pocket 3 is moved to a predetermined position, the rotation of the motor M is stopped and the movable door pocket 3 is stopped.

6, in the space in which the guide rails 2 are embedded in the bottom surface of the platform 1, guide rails 2 (corresponding to the respective movable door pockets 3) And the winding belt body 21 is extended along the longitudinal direction of the winding belt body 21. The belt body 21 is wound around the drive pulley 22 at one end in the longitudinal direction of the guide rail 2 and the belt body 21 is wound around the driven pulley 23 at the other end side , And the belt body 21 is composed of an upper portion 21A and a lower portion 21B. A bracket 36 for supporting the wheel 35 is connected to the upper side 21 of the belt 21 via a belt clamp 24. The drive pulley 22 is rotatably driven by the motor M. The motor M is selectively rotated in the forward and reverse directions by an instruction from the control unit so that the drive pulley 22 is rotated in the forward and reverse directions to move the upper side portion 21A of the belt body 21 in either the left or right direction, So that the movable door pockets 3 are moved in the longitudinal direction of the platform 1 by rolling over the rails 2. When the movable door pocket 3 is moved to a predetermined position, the rotation of the motor M is stopped and the movable door pocket 3 is stopped.

There are already several proposals for the movable door fences having the movable door pockets 3 (Patent Document 1 and Patent Document 2), and there is a problem that the movable door pockets 3 and the shape and configuration of the door body, 3) are not limited to those described here, and it is understood that those skilled in the art can appropriately design them. For example, as shown in Fig. 3, a rail 6 supported by a vibration stop beam (not shown) receiving only a lateral force is provided on the upper portion, and a support bar 7 Can be moved along the rail 6 as shown in Fig. Further, the movable door pockets and the door body according to the present invention may have a height extending to the ceiling height.

The elevating position variable-type door is composed of a single unit consisting of a door pocket and a door body. The fact that it can be composed of only one kind of repetition of the integrated size is considered to be effective for cost control. As shown in Fig. 7, the base unit includes (A) a door body protruding from both sides of one door pocket, (B) two door bodies protruding from one side of one door pocket . By arranging the basic units in a row and allowing each of the door pockets to be moved individually, it becomes possible to cope with various problems caused by a change in door position of the train.

For example, most of the 20 m 3 doors and 4 door cars can be handled by only this unit by making the door pocket body about 1.4 m long and the door body about 1.0 m effective length. 8 (1) and (2) showing the basic movement show that each door pocket body moves in accordance with the train in correspondence with the 20 m 4 door car and the 3 door car. As shown in (1) and (3) of FIG. 8, when trains having different vehicle lengths such as 20m and 18m are mixed together, the stop positions themselves of the trains are slightly shifted, It is possible to respond without any problem in reviewing 20m 4 door car and 18m 3 door car of knitting. Further, the door can be dealt with up to a certain degree of stop position deviation. This enables the home door to follow the overrun to the distance, or to make the stop position shift by one door in the destination, the type, and the like.

It is possible to introduce the elevating position variable type door according to the present invention without equipping the vehicle or equipping with the stopping device of the vehicle and at the present time it is possible to provide a home door which is difficult to introduce only on a new route, Technically, installation is possible on almost all routes.

[B] Operation control of lift door position variable door

In order to correspond to different door positions according to trains, it is necessary to obtain door position information of the next train. Examples of the method of acquiring the door position information of a train include receiving information directly from the train at the time when the train enters the groove, obtaining necessary information from the driving information displayed on the electric bulletin board, and the like. As a former method, for example, an IC tag storing train information is provided on the train side, and train information is received at a receiving portion provided on the groove side when the train enters the groove, and based on the obtained train information, Movement control of the door pocket and the door body by the control device of the door is performed. The train information stored in the IC tag on the train side includes, for example, the door position, the number of vehicles, and the length of the train. Alternatively, only the ID of the train may be stored in the IC tag, the correspondence table of the train ID and the train information may be stored on the control device side, and the movement of the door pocket and the door body may be controlled using the train information extracted from the correspondence table. Further, a stop position detecting device for a train is provided in the groove, and a shift from the standard stop position of the position of the actually stopped train is detected. The stop position detecting device performs measurement from the positional relationship between the front end of the groove and the front end of the train (for example, by using a plurality of cameras). It is possible to know the door position of the train on the groove from the actual stop position of the train and the train information.

The position of each door pocket (the position of the door pocket, that is, the position of the door pocket just before opening) corresponding to the type of the corresponding train is determined in the lift-position variable type door, and the train is stopped The respective door pockets are moved to a predetermined position. When a shift from the standard stop position is detected by the stop position detecting device, each door pocket moves to compensate for the shift.

(Between 0 and the maximum protrusion amount) of the door body of each door pocket and / or the door (not shown) of the door body so as to form an opening serving as a door corresponding to the vehicle door, (Between 0 and the maximum protrusion amount) of the pocket itself is determined. After each door pocket has moved to a predetermined position, the door body and / or the door pocket moves by a predetermined amount to form an opening.

In one form, the door position information of the next train is acquired in advance, and the door position is smoothly moved smoothly in accordance with the next train before the train enters. By moving in advance, the time for adjusting the position of the door when the train arrives can be minimized, and it is possible to prevent the required time from being extended unnecessarily. In addition, there is an advantage that it is possible to reduce the size of the driving device of the door pocket body, since it is not necessary to resume the opening and closing operations of the door as long as it can be moved slowly.

In one form, the door is always moved at a low speed (for example, 40 to 80 mm / s as described later) in the closed state in the train air. It is for the sake of safety that it is natural for most people to avoid touching and distancing. When the door is in the closed state while the train is waiting, the door is always moved at a low speed (for example, reciprocating back and forth in the longitudinal direction of the groove and moving toward a predetermined position in accordance with the arrival of the train) And it is not necessary to add a warning lamp or a warning sound to notify the danger when moving.

In the elevating position variable type door, since the entirety of the door is moved, a moving object is present near the passenger in the groove close to the train. As a result of the operation of the door, an unpleasantness, anxiety, discomfort, . These senses are thought to affect not only speed, but also distance to passengers. For example, if the passenger is away from the door or the like avoiding discomfort, the effective width of the groove becomes smaller, which may adversely affect space efficiency and congestion rate.

In order to clarify the relationship between the moving speed of the groove door (the low-height home fence) and the distance of the passenger which does not give the user discomfort or the like, the present inventors conducted experiments, Suggesting that there is a reasonable rate of relatively low stress. In the conventional home fence, there are many people waiting about 800 mm apart. Since the mean value and the median value are less than 700 mm under any condition of the experiment, it is considered that the effective use width of the groove is not extremely narrowed at this speed.

[C] Correspondence between elevator position variable door and train

The correspondence between the elevation position variable door and the train will be described. The apparatus for making the elevation position variable type door and the train correspond to each other includes an input unit, a storage unit, an arithmetic unit, and an output unit. The input unit and the output unit are connected to each other by using input information from the input unit and / or storage information stored in the storage unit. And the calculation result is output from the output unit. Each means of the mapping apparatus can be constituted by a computer, and each step in this embodiment can be executed by a computer.

[C-1] Explanation of basic concepts

A concept necessary for understanding the present invention will be described.

(1) Lifting position variable door

The elevating position variable-type door is constituted by a unit consisting of a movable door pocket movable in the longitudinal direction of the platform and one or more door bodies on the platform in a predetermined number of consecutive longitudinal directions. Although the above-mentioned description and related drawings disclose a unit having a low height, the height dimension of the unit (door pocket, door body) does not matter in the present invention. That is, the elevating position variable type door according to the present invention includes a so-called home fence type or a full screen type.

When the train is stopped on the platform and the door is opened (when the train enters, when passing, when starting, when waiting), the closed state is maintained and the space between the platform and the orbit is closed , And an opening is formed between the units in accordance with the entrance of the train when the passenger hovers and rides on the train.

In order for the passenger to safely and smoothly ascend and descend, the opening formed between the units is larger than the width dimension of the corresponding hatch opening. Therefore, when two door bodies on the side of the door are corresponding to two door bodies on the train side for closing the door, the width dimension of one door body of the unit of the door is smaller than the width dimension of the door of the vehicle door Is larger than the width dimension of the door body of the piece.

For example, in an elevating / lowering position movable door composed of M units, each unit (each door pocket, each door body) is provided with IDs for identifying M door pockets and door bodies of the respective door pockets. 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, ID1, 2, 3, 4, 5, 6 ... are assigned to units (door pockets) in order from the front, ID11, unit 1 is attached to the door body on the front side of the unit 1, The ID 12 is attached to the door body on the rear side of the door. The door body after the unit 2 is similarly given an ID.

The configuration of the elevating position variable type door is specified from the configuration of the basic unit, the total number of units, and the position of each unit (door pocket / door body). The state of the elevating position variable door at a certain point of time is specified by the position of each unit (door pocket / door body) constituting the elevating position variable door. The elevating position can be varied by changing the position of each unit (door pocket / door body) in accordance with each of the different types of trains standing on the platform while maintaining the closed state between the platform and the orbit in the elevating position variable type door .

The position of each unit (door pocket / door body) is determined such that the relative coordinates x (k) relative to each train (for example, as shown in Fig. 10, ). Since the elevating position variable type door is provided on the platform, it is convenient to specify the coordinate X (k) relative to the platform in the actual control (for example, the front end of the platform as the origin as shown in Fig. 10) Do. In practice, since the target stop position is often determined for each train, and the stop position of the train on the platform is known, knowing the stop position of the train with respect to the platform, the coordinates for the train and the coordinates Can be converted.

Figure 10a, of the platform PF length L _PF, riding position variable groove length L _PFD, 3 of two kinds of train doors PFD T _1, T _2, T ₃ length L _1, L _2, L ₃ of the (L ₁ is up to Fig. Typically, L _PF ≥L _PFD ≥L ₁ . The difference between the lengths of the longest train L ₁ and the shortest train L ₂ is L _12F + L _12R . The difference between the length L PFD of the ride position variable door PFD and the length of the train L ₃ is L _{PFD 3F} + L _{PFD 3R} . The length of the blank portion to be described later refers to L _12F + L _12R (difference between the total length of the longest train and the total length of the short train) and L _PFD3F + L _PFD3R (for example, The difference between the total length of the position-variable-type door and the total length of a new train to be introduced). In Fig. 10A, the difference in length is shown as divided back and forth, but in actuality, the distribution before and after the vehicle differs depending on the stop position of the train and the like.

Although the elevating position variable type door has a length corresponding to the entire length of the longest train that typically stops on the platform, the present invention includes a case where the elevating position variable door is provided corresponding to only a part of the train .

Since the elevating position variable type door is provided on the platform, the longest length is the entire length of the platform. The total length of the platform on which the lift-position variable-type door is installed is stored in the storage unit. Typically, the total length of the longest train that stays in the platform is shorter than that of the platform, and an empty portion (occurring in front and / or rear) of the entire length of the platform-the longest train is generated on the platform. The empty portion is not necessarily closed by the elevating position variable door, but may be closed by a fixed door pocket provided with the door body, a fixed fence without the door body, or a shielding member such as a fixed wall. 10, a fixed fence (indicated by a dotted line) may be provided on the front side of the door body 11, and the coordinates of the front end of the door body 11 may be fixed (in this case, Can move forward while pulling the door body 11).

Alternatively, the unit may be used as a fixed door pouch having a door body by fixing the position of the door pockets in the units located at both ends in the longitudinal direction of the elevating position variable door. For example, it is also possible to provide a lifting position variable-type door at the entire length of the platform, and fix at least one unit on the front side and the rear side to use it as a shielding body.

In one form, a fixed door pocket (which may be a fixed fence) is provided at both ends in the longitudinal direction of the elevating position variable door provided on the platform, and the elevating position variable door is moved in the forward and backward directions between the front and rear fixed door pockets It is possible. In other words, the elevating position variable-type door can close the distance between the fixed door pockets, and the door pockets and the door body can be positioned between the fixed door pockets to open the door body, have.

The moving range of each unit (door pocket) of the elevation position variable type door is influenced by the mechanical range of movement of the door pocket. Can receive. For example, when each door pocket is reciprocally movable only within a predetermined range by the driving means provided on the rail side, the door pocket can not move beyond the movable range. On the other hand, in the case where each door pocket is equipped with the driving means, there is a great degree of freedom of movement of each door pocket, except for the restriction that the adjacent door pockets can not overlap or overtake.

In determining the configuration of the elevating position variable type door, if there is a mechanical operating range of each unit, a step of comparing the moving range required for each unit obtained by calculation with the operating range of each unit may be provided. I can understand. Alternatively, in the case where the mechanical operation range is known, those skilled in the art can understand that calculation may be performed using the operation range as a condition for performing the calculation. Therefore, the technical idea of the present invention is also applicable to a unit having a limited movable range.

(2) Maximum width and minimum width of base units

A unit comprising one door pocket and one or more door bodies takes a first posture in which all the door bodies project maximum from the door pockets and a second posture in which all the door bodies are accommodated in the door pockets as far as possible. The width dimension of the unit in the first posture is referred to as the maximum width dimension, and the width dimension of the unit in the second posture 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 section.

As a configuration of the unit, there is a type in which the door body protrudes from both sides of the door pocket, and a type in which the door body protrudes only from one side of the door pocket.

In the case where the main unit is composed of one door pocket and two door bodies protruding from both sides of the door pocket, the width dimension of the door pocket is set to "quot; a " and the effective dimension of each door body (the dimension at the time of maximum protrusion) is " b ", the maximum width dimension of the basic unit is " a + 2b ". Assuming that each door body is completely retractable in the door pocket, the minimum width dimension of the basic unit is " a ".

Those skilled in the art can understand 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 waiting position

The target waiting position is a position immediately before the opening / closing position variable door is formed to match an entrance of a train stopped in a platform. Since the positions of the hatches of the respective different types of trains with respect to the platform can be different, a target waiting position of each unit is set for each different kind of train.

In the elevating position variable type door, since both the door pocket and the door body are movable, the target waiting position of each unit is determined by the door pockets of the respective units and the target waiting position of the door body.

In the actual control form example, there is provided a means for detecting the current position of each door pocket / door body in addition to setting the target waiting position in association with the ID for every door pocket / door body for each kind of train , Commands each motor to move each door pocket / door body to the target standby position until the target heterogeneous train stops.

The moving distance of each unit between the target waiting positions corresponding to the different types of trains is set to be within the mechanical operating range of the unit.

[C-2] Thinking about coping

In order to determine the configuration of the elevating position variable type door, it is necessary to determine which of the units of the target train the opening is to be formed with, so that the units of the elevating position variable- There is a need.

In the present invention, when a certain train which stops on a target platform has N elevators, this train is partitioned at each elevator opening so that one front end portion, N-1 middle portion, one rear end portion . The front and rear ends of each intermediate portion are partitioned by a partition line. Each of the N-1 intermediate parts, the front end part and the rear end part is given an ID for identifying them. For example, an ID is assigned in sequence from the front of a train. In the examples shown in Figs. 11 to 13 (the left side in the drawings is the forward direction, that is, the forward direction and the right side are rear), the train having _nine elevators D ₁ to D ₉ is referred to as a front end portion F, 8 The intermediate portions I1 to I8, and the rear end portion R, respectively.

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 IDs of the respective portions. In the example of Figure 11, and the length of the front end portion F l _0, a respective intermediate portion I ₁ to l the length of the I _8, each _one to be a l _8, and the length of the rear portion R l _9.

Each section is specified by, for example, a coordinate with the origin of the train as the origin, and the length of each section is obtained as the difference of the coordinate values.

IDs are also assigned to the respective elevator hatches, and the width dimensions of the respective hatching doors are stored in association with the IDs.

The entrance of 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.

Typically, the door ID is a vehicle door ID, and when the vehicle door is made up of a plurality of door bodies (for example, both door openings), an ID is also attached to each door body. Further, when the vehicle door is one open door, it can be handled as the vehicle door ID = hatch ID.

Typically, the vehicle door is a two-way door having two door bodies that can be detached from each other. Each door body is adapted to close a half of the width direction of the doorway, and door ends of the two door bodies The door is closed and the door body is separated from the door so that the door is opened. For example, by attaching an ID to each door body, it is possible to specify the identification of each of the doors and the half of the doors by using the two door IDs.

For example, in the nine elevators D ₁ to D _{9 shown} in FIG. ₁₁ , the two door bodies forming the elevator door D ₁ are D ₁₁ and D ₁₂ , respectively, in order from the front. It is possible to specify the elevator door D ₁ at D ₁₁ + D ₁₂ , specify the front-side half of the elevator door D ₁ at D ₁₁ , and identify the rear-side end of the elevator door D ₁ at D ₁₂ . Similarly, _two door bodies corresponding to D 2 are denoted by D ₄₁ , two door bodies corresponding to D ₂₁ , D ₂₂ and D ₃ are denoted by D ₄₁ , two door bodies corresponding to D ₃₁ , D ₃₂ and D ₄ , D _42, the two sheets of the door body which corresponds to _{D 5 D 51, D 52,} D 6 D to two of the door body which corresponds to _61, D _62, D ₇ to two of the door body which corresponds to D ₇₁ , D ₇₂ and D ₈ are denoted by D ₉₁ and D ₉₂ , respectively, and the two door bodies corresponding to D ₈₁ , D ₈₂ and D ₉ are denoted by D ₉₁ and D ₉₂ , respectively.

Here, the elevator means a hatch which is actually opened for the purpose of raising and lowering the passenger when the train stops on a target platform. For example, in a vehicle having four elevator hatches (vehicle doors) in one car, when three of the four hatches are opened only when a certain platform is stopped, three hatches It becomes a compartment target.

The phrase " compartment in each of the compartments " means a compartment at a portion within the width of the compartment or at an end in the width direction, and the following form can be exemplified.

At the center in the width direction of the entrance door (see Fig. 11).

In this case, the intermediate portion refers to the area from the center of the hatch to the center of the adjacent hatch. The front end portion and the rear end portion of each intermediate portion include an entrance portion.

The front end portion, the zone from the train head corresponds to the portion of the front to the side of half unit D ₁₁ of the D ₁ of the foremost vehicle hatch, a rear end portion is to from the end back side half portion D ₉₂ of the room vehicle hatch D ₉ train rearmost As shown in FIG.

And is located at the rear edge (opposite to the traveling direction) of the entrance of the hatch (see Fig. 12).

In this case, the intermediate portion refers to the area from the rear end edge of the hatching to the rear end edge of the adjacent hatching. The rear end of each intermediate portion includes an entrance.

The front end portion corresponds to a portion corresponding to a portion from the front of the train to the rear end edge of the vehicle access port D ₁ at the foremost position and the rear end portion corresponds to a portion corresponding to a portion from the rear end edge of the rear vehicle access port D _{9 to} the rear end of the train .

And is partitioned at the front (forward direction) end edge of the hatch (see Fig. 13).

In this case, the intermediate portion refers to the area from the front end edge of the hatching to the front end edge of the adjacent hatching. The front end of each intermediate portion includes an entrance.

The front end portion corresponds to a portion corresponding to the portion from the front of the train to the front end edge of the vehicle access port D ₁ at the foremost position and the rear end portion corresponds to the portion corresponding to the portion from the front end edge of the rear vehicle access port D _{9 to} the rear end of the train .

(The contact portions of the door front ends of the two door bodies) at the time of closing of the vehicle door (both doors) for opening and closing the door. In this case, if the protruding width dimensions of the two door bodies in the closed posture are the same, the door front end of the vehicle door in the closed posture coincides with the opening width center of the vehicle entrance, .

The middle portion may be defined with reference to the position other than the above (a portion which is not the center within the width) of the entrance. In this case, it is memorized at which position in the width direction of the entrance, and the width dimension of each of the front portion and the rear portion is stored.

As shown in the respective drawings, when the train is divided into the front end portion, the intermediate portion and the rear end portion, it is preferable that the train is unifiedly divided by the same partitioning method, but the present invention is not limited thereto.

In this way, by "partitioning in each hatch," each middle portion includes part or all of the hatch.

Examples of the form of " the width dimension of the entrance " included in each intermediate portion are as follows.

In the case where a part of the entrance is located at both ends of the intermediate portion, the "width dimension of the entrance" included in each intermediate portion is the total dimension of the widths of the two entrance portions (see FIG. 11). In the intermediate portion I ₁ of Figure 11, the "width of the hatch" included in the middle region is a sum of the width dimension of the door body D width of ₁₂ and a door body D _21. In this case, for example, if a part of the entrance of the one side and a part of the entrance of the other end are both widths of half the width of the entrance (the same width), the "width dimension of the entrance" , And the width dimension (1/2 + 1/2) of one hatch. Alternatively, the total width (for example, 2/5 + 3/5) of the width of the entrance portion included at both ends may be partitioned into a width dimension of one entrance.

In the above description, the width dimensions of the respective cages are the same, but the width dimensions of the cages are not necessarily constant. For example, in the case where a train is composed of hybrid vehicles, the width dimensions of the entrance doors may be different. As an example in which the width dimension of the hatch is different, there is a case where a single sliding door opens and closes a narrow hatch.

In Figure 11a, a continuous intermediate region I _n (length _{l n), I n + 1} ( length l _{n + 1)} according to, I _n is the center portion of the hatch D _{n + 1} from the center of the hatch D _n, I _{n + 1} is hatch D _{n +} While defining the center up to a position of the hatch D _{n + 2} from the center of _first, entrance D _n width as the hatch D _{n + 1,} is different from a width of D _{n + 2} of Do.

In this case, for example, there may be a configuration in which a part of the elevation gate D _n is located at one end of the intermediate portion and all of the elevation gate D _{n + 1} is located at the other end portion.

In the case where all of the entrance doors are located at only one of the front and rear end portions of the intermediate portion, the "width dimension of the door opening" included in each intermediate portion is the width dimension of the door opening (see FIGS. 12 and 13). In the intermediate portion I ₁ of Figure 12, the "width of the hatch" included in the middle portion is a width of the doorway D _2. In the intermediate portion I ₁ of Figure 13, "the width of the hatch" included in the middle portion is a width of the doorway D _1.

(Both ends of the intermediate portion, the front end portion and the rear end portion) and the width dimension are related to the IDs of the intermediate portions in relation to a part or all of the hatches included in each intermediate portion (for example, specified by the door body ID) It is built and memorized.

The "width dimension of the entrance" included in the front end portion F and the rear end portion R includes the case where the width dimension of the entrance is not included in the front end portion (FIG. 13) and the front end portion includes a part of the width dimension of the entrance (Fig. 11). In the case where the front end portion includes all of the width dimension of the entrance (Fig. 12), the rear end portion does not include the width dimension of the entrance (Fig. 12) (Fig. 11), and the rear end portion includes all of the width dimension of the hatch (Fig. 13).

In this manner, the train is considered not to be per vehicle door or per vehicle, but to be divided into a portion from the entrance and a portion (middle portion) of the entrance. Since the intermediate portion is set completely independent of the vehicle, there are some that include the connection portion of the vehicle, and the length of the intermediate portion is not constant even in the same train. One or a plurality of units (unit groups) are assigned to the respective intermediate portions. That is, a unit group is made to correspond to a zone between adjacent hatches of a train stopped on a platform. In the description of this specification, mainly, a description is given based on a mode in which the unit of Fig. 7 corresponds to the unit of Fig. 11, but the combination of the configuration of the train and the configuration of the unit is not limited. For example, the unit of FIG. 7 (B) may be associated with the segment form of FIGS. 12 and 13.

In one form, the maximum width and the minimum width dimensions of the unit are used to correspond the unit groups to the respective intermediate portions. 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 advance in the storage section. For example, when the door body is protruded from both sides of the door pocket a and the maximum protruding dimension of the door body is b and the door body is completely received in the door pocket, the maximum width dimension of the unit is a + 2b and the minimum width dimension is b (see Fig. 9). For example, when 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 region is performed by using the maximum width dimension of the one unit, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entrance of the vehicle included in each intermediate region, And the minimum number. The acquired maximum number and minimum number are stored in the storage unit, respectively. There may be a maximum number = minimum number of cases.

A unit group consisting of the number of units selected from the range of the acquired maximum number and the minimum number is assigned to each intermediate portion. How to select from the range of the maximum number and the minimum number acquired is a matter that can be suitably set by a person skilled in the art and can be specified as a program in advance. For example, in the first step, all the combinations may be selected and stored in the storage unit, and conditions may be imposed on the subsequent steps to narrow them down. 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 zone corresponding to the length of the corresponding intermediate portion and can also close the zone corresponding to the middle portion It is possible to form an opening corresponding thereto.

The maximum number is obtained by dividing the dimension of each intermediate portion - the width dimension of the entrance of the vehicle included in the intermediate portion by the minimum width dimension of one unit (decimal point trimming). Here, it is considered to put as many units as possible in the "dimension of the intermediate portion - width dimension of the entrance of the vehicle included in the intermediate portion".

The minimum dimension for accommodating k units is " k x minimum width dimension + width dimension of hatchway included in intermediate portion ". In the example of a = 1400 mm, b = 1100 mm and the width dimension of the entrance in the intermediate portion = 1300 mm, the minimum dimension for accommodating one unit is 1400 + 1300 = 2700 mm, The minimum dimension for accommodating the three units is 4200 + 1300 = 5500 mm.

Is described in (A) of Fig. 14, the dimension of the intermediate portion I _n and l _n, the width of the entrance part included in the front side of the intermediate portion I _n is a d / 2, and the middle portion rear side of I _n The width dimension of the included part of the hatch is d / 2, and the minimum width dimension of one unit is a. The minimum dimension _{l n '= l n -d /} 2-d / 2 to be the maximum number of units is received, the maximum number is, it is a (l _n -d) / a (decimal abandoned).

In the example of Fig. 14 (A), a unit group composed of three units is associated with the intermediate portion I _n . The unit group consisting of three units can extend the entire length of the unit group by protruding at least the two units at both ends of the door body from the state shown in Fig. 14A, It is possible to close the portion corresponding to the entrance portion on the front side and the entrance portion on the rear side included in the region I _n . Further, as shown in Fig. 14 (A), the unit group can form an opening corresponding to the front portion of the entrance and exit portions of the rear side included in the intermediate portion I _n .

In one form, the margin? May be set in advance and the value obtained by dividing the value obtained by subtracting? Again from the width dimension of the entrance of the vehicle included in the middle portion of the intermediate portion, by dividing the value by the minimum width dimension of one unit ). The value of the margin? Can be appropriately set by a person skilled in the art.

The minimum number is obtained by dividing the dimension of each intermediate portion by the maximum width of one unit (decimal point rounding). Here, it is considered to correspond to the dimension of at least the intermediate portion with as few units as possible.

The maximum dimension that k units can correspond to is " k x maximum width dimension ". In the example of a = 1400 mm and b = 1100 mm, the maximum size that can be accommodated by one unit is 1400 + 2200 = 3600 mm, the maximum size that two units can accommodate is 7200 mm, The maximum possible dimension is 10800 mm.

In the example of FIG. 14 (B), a unit group composed of two units is associated with the intermediate portion I _n . Unit group composed of two units, from the state shown in (B) of Figure 14, by at least an incoming two units door body at both ends of the door pocket side, the art unit group has a front included in the intermediate region I _n-side It is possible to form an opening corresponding to a part of the entrance of the car and a part of the entrance of the car on the rear side. Further, as shown in Fig. 14 (B), the unit group can close a portion corresponding to a portion of the entrance portion on the front side and a portion of the entrance portion on the rear side included in the intermediate portion I _n .

In one form, the margin? May be set in advance, and the value obtained by adding? To the dimension of each intermediate region may be obtained by dividing the value by the maximum width of one unit (decimal point rounding). The value of the margin? Can be appropriately set by a person skilled in the art.

In summary, a device for assigning a group of units to an intermediate site,

Means for storing a length dimension of an intermediate portion defined between a first partition line in a first elevator opening of a train and a second partition line in a second elevation opening located adjacent to the first elevation opening;

Means for storing a width dimension of the entrance of the elevator included in the front end portion and / or the rear end portion of the intermediate portion;

Means for storing a maximum width dimension and a minimum width dimension of one unit,

Calculating the number of units corresponding to each intermediate portion by using all or part of the length dimension of the intermediate portion, the maximum width dimension, the minimum width dimension, and the width dimension of the entrance door included in each intermediate portion of one unit, Sudan,

And unit group assigning means for assigning one or a plurality of units (hereinafter referred to as " unit group ") calculated by the unit number calculating means to the intermediate portion.

In one form, the number-of-units calculating means calculates the maximum number and the minimum number of units corresponding to the intermediate portion,

The unit group assigning unit assigns a unit group composed of the number of units selected from the range of the maximum number and the minimum number to the intermediate portion.

The allocation of the unit groups (end unit groups) to the front end portion and the allocation of the unit groups (end unit groups) to the rear end portion are the same as the maximum width, minimum width It is possible to carry out the same method by using the dimensions. It should be noted that the allocation of the end unit group may be various types as compared with the unit group at the intermediate portion.

For example, in the case of partitioning at the center of the entrance, it is necessary to allocate at least one unit to each of the front end portion and the rear end portion (see FIG. 11).

The configuration of the end unit group may also differ depending on whether or not the unit corresponding to the entire length of the front end portion and the rear end portion is closed by the unit. For example, there may be cases where the shear zone or the rear zone is closed with one or more units + other fixed shields.

Also in the case where the number of units corresponding to the length of the front end portion and the number of units corresponding to the length of the rear end portion are assigned to the front end portion and the rear end portion, respectively, , And if there is a margin on the front side and the rear side on the platform, a plurality of units can be provided beyond the length of the front end portion and the length of the rear end portion.

For each of the different types of trains that stop on the target platform, each unit of the elevation position variable type door is associated as described above.

The IDs are assigned to the respective trains stopped on the target platform and the IDs of the respective intermediate portions, the front end portions, the rear end portions, and the respective elevator openings (vehicle doors) are set for each train, And are stored in association with the respective IDs.

In the process of determining the configuration of the elevating position variable type door, each unit (each door pocket, each door body) is given an ID identifying each door pocket and the door body of each door pocket. Each unit, that is, each door pocket and each door body is specified by the ID stored in the storage unit, and is associated with each intermediate portion, front end portion, and rear end portion of each of the different types of trains using this ID.

[C-3] How to determine the number of units

In the case of a conventional door with a fixed door pocket, doors are provided in accordance with the elevation of one kind of train, which stops at the platform, and a door is provided between each door May be closed with a fixed door pocket or a fixed wall. On the contrary, in the case of the elevating position variable type door, it is assumed that the elevating position variable type door provided in the platform corresponds to a plurality of different types of trains standing on the platform, so that the elevating position variable type door is first installed in the platform , It is important how to determine the number of units efficiently.

Also in the determination of the number of units, the way of thinking of the correspondence is used.

Further, although the elevating position variable type door according to the present invention includes a case where only the length portion of the train standing on the platform is closed between the trajectory (for some reason, for some reason, or in combination with a fixed fence, etc.) , Typically closes between at least the entire length of the train and the trajectory that stops in the platform.

In one form, the first unit number corresponding to the length of the entire intermediate portion and the second unit number corresponding to the front end portion and the rear end portion are acquired, and the sum of the first unit number and the second unit number is set to the elevation position The total number of units of the variable-type door. The first unit number is obtained by adding the number of units corresponding to the length dimension of each intermediate portion.

The first unit number is the number of units capable of closing the length of the entire intermediate portion of the longest heterogeneous train stopped in the target platform.

The second unit number is typically the number of units that can close the length dimension of at least the front end portion and the rear end portion. However, even if the length dimension of the front end portion and the rear end portion is closed in combination with the fixed fence, do. 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 one unit + fixed shield (fixed fence or the like).

In one form,

In the longest train that stops on the platform, the trains are partitioned at each entrance to divide into one front end portion, a plurality of intermediate portions, and a rear end portion to obtain the length dimension of each portion, and correspond to the length dimension of the entire intermediate portion Determining a first number of units to be used;

A step of determining a second number of units at least corresponding to length dimensions of a front end portion and a rear end portion,

And a step of setting the total of the first unit number and the second unit number as the total unit number, and these steps are executed by each means constituted by a computer.

In the case of calculating the first unit number and the second unit number, the maximum width and the minimum number of units using the maximum width, the minimum width, and the like 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 form, the first number of units may comprise:

A step of dividing each of the hatches into one front end portion, a plurality of intermediate portions, and one rear end portion to obtain a length dimension of each portion in each of the different trains straddling the platform,

The maximum number and the minimum number of units corresponding to the respective intermediate portions are obtained by using the maximum width dimension, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entrance of the vehicle included in each intermediate region for each heterogeneous train And,

Acquiring a maximum total number and a minimum total number of units in each train by adding the maximum number and the minimum number for each different train;

Determining the overlapping range of the maximum total number of units and the minimum total number of the respective different types of trains as the first unit number selected from the overlapping range and these steps are executed by each means constituted by a computer.

For the acquisition of the maximum number and the minimum number, the description in the correspondence can be referred to.

It can be considered that the lengths of the plurality of different types of trains stopping on the target platform are different.

In this case, in one form, the maximum total number and the minimum total number of units of the short train are corrected to the longest train before obtaining the overlapping range of the maximum total number of units and the minimum total number of each of the different types of trains.

As a method of correcting the maximum total number and the minimum total number of units of the short train, several methods can be exemplified.

In one form, a step of obtaining a difference between the lengths of the trains to be corrected and the longest train,

Obtaining a virtual maximum number and a virtual minimum number of units corresponding to the difference by using a minimum width dimension and a maximum width dimension of one unit;

And adding the virtual maximum number and the virtual minimum number to the maximum total number and minimum total number of units in the train to be corrected, respectively.

In one form, the difference between the lengths of the trains to be corrected and the longest train is the difference in length between the entire intermediate portion of the train to be corrected and the entire intermediate portion 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 some or all of them. Alternatively, the difference in length may be calculated in advance and the difference in length may be stored in advance.

As another correction method, the ratio of the total length of the longest train to the correction target train may be multiplied by the maximum total number and the minimum total number of units in the train to be corrected.

In one form, the first unit number is a unit minimum total number of the overlapping range. Constructing the elevating position variable door with a smaller number of units can simplify the control of each unit by simplifying the construction while suppressing the manufacturing cost and the management cost of the elevating position variable type door .

In the above-described aspect, the overlapping range of the maximum total number of units and the minimum total number of each of the different types of trains is determined, and the number selected from the overlapping range is set as the first unit number. , The maximum total number of the total number of the second units, and the minimum total number, and obtains the overlapping range of the maximum total number of units and the minimum total number of the respective different types of trains, It may be water. For example, in the calculation of the second unit number, calculation is performed in the same manner as the first unit number by using the length dimension of the front end portion, the length dimension of the rear end portion, the maximum width dimension of the unit, You can.

In this case, correction can be performed based on the difference in length of the train before the overlapping range of the total number of the trains is found, similarly to the above.

The first unit number may be determined based on only the longest train.

Specifically, the number of the first units is

The length of each portion is obtained by dividing the longest train of each of the different types of trains stopping on the platform into one front end portion, a plurality of intermediate portions, and one rear end portion by partitioning each of the inlets,

The maximum number and the minimum number of units corresponding to the respective intermediate portions are calculated by using the maximum width dimension, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entrance of each unit in the longest train Acquire,

In the longest train, the maximum number of units and the minimum total number are obtained by adding the maximum number and the minimum number, respectively, and the number of units selected from the range of the unit maximum total number and the unit minimum total number is set as the first unit number.

In one form, the number of the second units is such that a groove door comprising a predetermined number of units, which is the sum of the first unit number and the second unit number, has a length corresponding to at least the longest train total length, The number of the doors is determined by the length of the platform.

[C-4] About unit placement decision

Once the total number of units of the elevation position variable door is determined, the arrangement of the units is then determined. The arrangement of the units is made up of (1) an allocation step of each unit, and (2) a step of determining a target waiting position of each of the allocated units.

[C-4-1] Assignment of each unit to each part of each train

Each unit is assigned to the middle part, the front end part, and the rear end part of each train. By this operation, a unit group and an end unit group are assigned to each of the intermediate portion, the front end portion, and the rear end portion of each train. More specifically, the IDs of the respective intermediate portions, the front end portions, and the rear end portions of the respective trains are associated with the IDs of the respective units (door pockets and door bodies) and stored in the storage section.

First, the unit of the first unit number is distributed to each middle portion of each vehicle door for each different kind of train. When allocating, it is possible to use the maximum number and the minimum number corresponding to each intermediate portion of each train stored when determining the number of units. The maximum number and the minimum number are the upper and lower limits of the units that can be allocated to the intermediate portion.

In one form, the step of allocating the unit group to each intermediate portion is performed by allocating the unit of the first unit number out of the total number of units.

Assigning a minimum number of units corresponding to the respective intermediate portions to the respective intermediate portions;

And a step of distributing the redundant units in order from the one having the larger length dimension of the intermediate portion when the redundant unit occurs, and these steps are executed by each means constituted by a computer.

At this time, the maximum number stored in correspondence with each intermediate portion is not exceeded.

In one form, when an extra unit not allocated to the intermediate portion occurs in the unit of the first unit number, the redundant unit is allocated to the front end portion and / or the rear end portion.

It can be considered that the lengths of the plurality of different types of trains stopping on the target platform are different.

In this case, in one form, when assigning the unit group to each intermediate portion in a short train, a part of the number of units of the first unit is assigned to each intermediate portion.

The " number of the first unit numbers " may be determined before the allocation, and the number of such cases may be appropriately determined by those skilled in the art. For example, the number of empty portions is calculated by dividing the difference from the longest train using the minimum total number of the short trains by the average of the maximum and minimum dimensions of the unit, and the number of empty portions The number obtained by multiplying the first unit number by the ratio of the longest train to the short train is used.

Alternatively, the sum obtained as a result of assigning the number of units within the range from the maximum number to the minimum number corresponding to the respective intermediate portions may be " the number of partial numbers of the first units ". In this case, in the short train, the extra unit not allocated to the intermediate portion in the unit of the first unit number is allocated to the difference (blank portion) with the longest train, the front end portion and / or the rear end portion.

When the short train stops on the platform when the total length of a plurality of different types of trains standing on the target platform is different, the elevating position variable-type door is configured such that a portion corresponding to the entire length of the short train, (Caused by the difference between the longest train and the length of the short train) needs to be closed, and the unit needs to correspond to the blank part.

Typically, the groove door is configured such that a portion corresponding to the entire length of the train is closed by a groove door, and a unit group is allocated to each of the entire intermediate portions of the respective trains. In the train other than the longest train, And a unit group corresponding to a blank portion which is a difference in length from the longest train is assigned to each of the train units. An end unit group having a 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 having a number of units corresponding to the length of the rear end portion is assigned to the rear end portion of the train.

[C-4-2] Determining the target waiting position of each assigned unit

When a unit group (consisting of one or more units) is assigned to each middle portion, a front end portion, and a rear end portion of each kind of train, a target waiting position of each unit is determined for each different train.

Assuming that the portion corresponding to the entire length of the train is closed by the groove door, the target waiting position for the door pockets of the respective units and the trains of the door body is set so that the target waiting position corresponding to the total length of the train The area is closed by the groove door and the respective waiting holes are positioned within the opening width formed between adjacent unit groups from the target standby position.

15E shows a relationship between the opening width d 'of the door door and the opening width d' of the door when the door of the train is fully opened and the opening is formed between adjacent units k and k-1 corresponding to the entrance. And the opening width d of the entrance. The difference (r _k-1 ,? _K ) between the opening width d ₁ of the door door side and the opening width d of the corresponding entrance door is referred to as an opening margin. The conditions required for these are d? D, r _k-1 ? 0, and? _K ? 0. Here, r _k-1 is the distance between the front end of the opening formed between the (k-1) -th unit and the k-th unit (the rear end of the door pocket of the (k- And the front side end portions of the front side. _k is the distance between the rear end of the opening corresponding to the k-th unit and the kth unit (the front end of the door pocket of the k-th unit in the illustrated example) to be.

That is, in the case where one or both of the front and rear ends of the opening portion formed and the front and rear ends (width direction end portions) of the entrance and exit coincide with each other (in the latter case, , The width d of the opening and the width d of the hatch are the same).

By making the opening width d as large as possible, the opening margin can be increased. It is necessary that the space of the opening width d 1 be closed before the corresponding door is opened. Assuming that the door pocket does not move at the time of forming the opening, the size of the opening width d 1 is determined by the protruding dimension of the door body Is limited.

In one form, the opening margin is uniformly provided on the right and left sides of the entrance, that is, r _n-1 =? _N , and r _n-1 = 0 or? _N = 0.

The intermediate body is closed by the unit group at the target standby position and the door body positioned at the front end side and / or the rear end side of the unit group at the closed posture is closed By opening the door body corresponding to a door included in the front end side and / or the rear end side of the unit group and located at the front end side and / or the rear end side of the unit group from the target waiting position, So as to form an opening margin.

The target waiting position determining means determines the target waiting position of the door body at the target waiting position based on the protruding dimension of the door body (in one form, the maximum protruding dimension b but not limited thereto) and the corresponding (that is, (Part or whole) of the doorway to be closed, and if the protruding dimension of the door body is larger than the width of the part of the doorway to be closed, an opening margin can be formed.

In one form, the door pockets of each unit and the target waiting position of the door body,

The length dimension of each unit group at the target waiting position coincides with the length dimension of the corresponding middle portion,

By moving only the door body from the target waiting position, it is determined that each of the doors is positioned within the opening width formed between adjacent unit groups.

In one form, the determination of the target waiting position is made by determining the position of the unit distributed to each portion so that the margin of the opening of the unit relative to the vehicle entrance is maximized in each portion.

In Fig. 15, it is assumed that two units are assigned to an intermediate portion. At this time, as shown in Fig. 15A, when the unit minimum width dimension (the width dimension of the door pocket) is a, the dimension of the intermediate region is l (n), the dimension of the entrance portion included in the front side of the intermediate region D / 2, and the dimension of the entrance portion included in the rear side of the intermediate portion is d / 2.

The distance between the rear side end portion of the front side door of the intermediate portion and the front side end portion of the door pocket of the front side unit is α, the rear side end portion of the door pocket of the front side unit, Is a distance between the front side end portion of the rear side entrance of the intermediate portion and the rear side end portion of the door pockets of the rear side unit.

α + β + γ is the length covered by the door body protruding from the door pocket, and α + β + γ = 1 (n) -d-2a.

Increasing the opening margin is to increase the distance between? And?. Here, as shown in Fig. 15 (B), it is necessary to examine whether the length of the door body protruding from the door pocket is sufficient.

The upper limit of? is the maximum protruding dimension b - of the door body, and the width dimension d / 2 of the portion of the doorway to be closed by the door body.

That is, 0?? B-d / 2.

The same can be said for?.

If half of the opening angle alpha + beta + gamma is smaller than b-d / 2, then beta = 0 (FIG. 15C).

When half of? +? +? is larger than b-d / 2, the difference between them is? (FIG. 15D). The door body is protruded by the distance?. However, how much the door body of the unit of the adjacent unit is projected can be appropriately set. In one form, it protrudes equally to each door body by? / 2.

15 (C) and 15 (D) are intended to maximize the margin of the opening. In the range of the opening margin which is not a problem in actual use, the shape of each unit (door pocket, door body) You can adjust the position. The information required at the time of position adjustment is the protruding distance and the receivable distance of the door body from the target waiting position in each unit for each kind of train. These acquire the relative positional relationship between the door pocket and the door body in each unit and the width dimension of the unit at the target waiting position from the door pocket and the door body target waiting position in each unit and calculate the maximum width dimension, It can be calculated using the minimum width dimension.

For example, when it is desired to equalize the opening margin as much as possible, it is possible to compare the opening margin with respect to all the doors and adjust the position so as to make the opening margin equal as much as possible.

Further, the setting of the opening margin may be influenced by the form of the partition of the train. The above example is based on the division form shown in Fig. 11, but when considering the same unit, for example, in the division form of Fig. 13, a value of 0? That is, it is possible to take γ = b when there is no door corresponding to the door body at the rear end of the unit group (the width dimension of the entrance portion to be closed by the door body is 0), and when γ = 0, The front side end portion and the rear side end portion of the door pocket of the unit coincide with each other and the opening margin becomes zero.

In addition, the unit of Fig. 7B can be matched to the partition form of Fig. 12 or Fig. 13 (the maximum protruding dimension of the two-stage door body? The width dimension of the hatching). In this case, there may be a case where the range covered by the unit group at the target waiting position coincides with a corresponding intermediate position, or a case where the range does not coincide. In the case of the former, 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 waiting position after associating the unit groups with the divided intermediate portions, for example, in the optimization step, the unit group of the target waiting positions is set such that the opening margin is formed on both sides of the front and rear of the entrance (Or the train stop position may be shifted forward or backward) from a position coinciding with the corresponding intermediate portion to the front or rear.

When a short train is stopped, when the total length of a plurality of different types of trains standing on a target platform is different, the elevating position variable-type door corresponds to a portion corresponding to the entire length of the short train and a blank portion on the platform It is also necessary to determine a target waiting position of each unit (door pocket and door body). The unit corresponding to the blank portion need not be opened in accordance with the entrance of the hatch, and the position may be determined so that the closed state is maintained. Further, it may be moved while maintaining the closed state.

In one form, the target waiting positions of the door pockets and the door body are acquired on a train-by-train-based coordinate basis. Typically, the origin of the train is the origin, but the origin does not necessarily have to be the origin.

In one form, a target stop position of each train in the platform is assigned, and the target stand-by position is acquired in coordinates based on the platform. Typically, the front end of the platform is the origin, but the front end does not necessarily have to be the origin.

According to one aspect of the present invention, there is provided a step of calculating a difference (a moving distance) between a target waiting position of each door pocket corresponding to a different kind of train stopped on a platform, and when a mechanical operating range of the door pocket is set, Compare each travel distance with the range of motion. That is, it includes means for determining whether the movement distance between the obtained target waiting positions is within the operation range.

If the moving distance of the required unit (door pocket) is within the movable range of the door pocket, the door can be adapted to each different kind of train. The difference between the movable range and the required moving distance is the overrun distance of the door.

When the moving distance of the required unit (door pocket) is out of the movable range of the door pocket, all or part of the configuration determining step is repeated. Alternatively, it is dealt with using the optimization means described later.

If the operation range is known in advance, the operation range may be used as the restriction condition in the calculation step of the configuration determination step.

In a case where a plurality of different types of trains are stopped on the target platform, the target waiting positions of the respective units (door pockets and door bodies) are different for each different train. In other words, all or a part of the unit needs to move along a train stopped on the platform.

Those skilled in the art can understand that the target waiting position of each unit of each different kind of train can be optimized.

Optimization is the adjustment of the target waiting position according to the purpose.

For example, if the purpose is shortening of the moving time, the target waiting position is adjusted so that the moving time of the unit is shortened. That is, a unit (door pocket) having the largest difference in target waiting position (the longest moving distance), and a unit having a large moving distance are specified in a large order and one or a plurality of units (door pockets) The target waiting position is adjusted so that the moving distance of the target position is reduced.

(Door pockets) between different types of trains in a target platform for a predetermined period of time (for example, one day) when the total amount of movement is shortened (energy saving) As a function of position, and optimizes the target waiting position for each different train so that the total movement amount is minimized. When considering the total energy efficiency, it is necessary to consider the frequency of stopping of each train, the order of stopping, and the like.

The following variables can be exemplified as variables to be considered in the optimization of the target waiting position.

(A) Difference (target distance) between the target waiting position of each unit (door pocket) and moving direction

The moving distance of each unit (door pocket) can be obtained from the coordinates of the target waiting position of each unit (door pocket) based on the platform for each different train.

(B) Maximum travel distance and unit (door pocket)

  (Door pockets) having the greatest moving distance from (A) can be specified.

(C) The average or total of travel distance

  (A) can be obtained by calculation.

(D) Front opening margin in each part of each kind of train, rear opening margin

Can be obtained from the target standby position of each unit.

(E) The protruding distance of the door body from the target waiting position in each unit for each different train and the receivable distance

(The position of the door pocket and the position of the door body) of each unit.

As a method of adjusting the target waiting position, the following methods and combinations thereof can be considered.

(A) The position of the door pocket / door body is adjusted so as to maintain the closed state in order to shorten the moving distance, and to secure the required opening margin.

For example, a unit having a protruding distance and a receivable distance of a door body from a target standby position of a unit having the longest moving distance and an adjacent unit (both or one of the front and rear units of the unit) The target waiting position is changed in a direction in which the moving distance can be shortened by using the opening margin related to the adjacent unit of the unit.

(B) Add units to areas where the movement amount is excessively large.

Add units to a group of units containing a unit with a large movement amount. In all trains, the allocation of units and the determination of the target waiting position of each unit are repeated.

(C) The stop position of the train is shifted.

The reason why the movement distance of the unit is large is effective when the train is at a stop position.

The travel distance of each unit when the stop position of a certain train is displaced can be calculated, and for example, the stop position of the train can be optimized so that the sum of the travel distances of the respective units becomes small.

[C-5] Response to the Shin trains

The mating method of the present invention according to the present invention is characterized in that in the elevating position variable type home door of the pre-installed type, the possibility of introduction of a new heterogeneous train and the fact that the new can be used to efficiently determine the target waiting position of the home door relative to the longitudinal train have.

The total number of units constituting the riding position variable-type door and the total length of the riding position variable-type door are determined in the elevating position variable door provided in the target platform. Here, the total length of the ride position variable type door is a maximum length that can be closed by the ride position variable type door. The riding position variable type door can not extend beyond the maximum length in the forward and backward directions. In addition, when there is a mechanical limit in the moving range of each unit (door pocket), the operating range (mechanical) of each unit is also determined.

Generally, in the case where a lift door is provided in a certain platform, it is considered that a length capable of accommodating the longest train is included in the platform including a train which can be stopped in the future, And the length is shorter than the total length of the ride position variable type door provided on the groove.

An apparatus for determining whether or not an application of a ride position variable type door on a groove is applicable to a new kind of longitudinal train,

Means for storing respective length dimensions of one front end portion, M-1 middle portion, and one rear end portion obtained by dividing a new-type longitudinal train having M cooperating doors at each entrance,

Means for storing a width dimension of the entrance of a train included in each portion of the slave train,

Means for storing the total number of units (the number of units corresponding to L _PFD in Fig. 10A) constituting the ride position variable type door,

Means for storing the total length of the ride position variable type door,

Means for storing a maximum width dimension and a minimum width dimension of one unit,

The length dimension of the blank portion in this case is the same as the length dimension of each of the intermediate portions, the front end portions, the rear end portions, the total length of the ride position variable door and the total length of the long- ( _{Corresponding} to L _PFD3F + L _PFD3R in _Fig. 10A), the maximum width and the minimum number of units corresponding to each site are calculated using the maximum width, the minimum width, and the width of the _entrance of each unit Sudan,

Means for storing a maximum number and a minimum number of units corresponding to each calculated portion,

Means for acquiring a maximum total number and a minimum total number of units of the new longitudinal train by adding the maximum number and the minimum number of units corresponding to the respective portions,

And means for determining whether or not the total number of units of the home door of the base installation is within the range of the maximum total number and the minimum total number of units of the longitudinal train.

After it is determined that the new position of the ride-on position variable door can be introduced to the longitudinal train, it is possible to determine the configuration corresponding to the longitudinal train using the unit group assigning means and the target waiting position determining means of the coordinating apparatus.

Further, when it is determined that the introduction is not possible, it is understood that a person skilled in the art can appropriately take countermeasures. For example, a unit may be added to the ride-position variable door, and God may be made to correspond to the entire train including the longitudinal train.

For example, when the total length of the sub train is longer than the total length of the riding position variable type door, it is possible to apply the riding position variable type groove door in correspondence with the part of the elevator train.

In this case, by taking the difference between the minimum total number of longitudinal trains and the total number of units of the variable installation type door, the number of units to be additionally installed It is possible to determine the minimum value. Further, in the case where the additional installation of the unit can be anticipated in advance, the unit can be additionally installed in a short time and easily by providing the guide rail or the like to be used in the additional installation in advance in the bottom surface of the platform.

[C-6] Example

In order to accommodate trains with different lengths of one car in the elevating position variable type door, inevitably, the arrangement and operation are considered in consideration of the entire length of the train. A description will be given of a method capable of automation and generalization for determining the number or arrangement of units of the lift door position variable door.

Fig. 16A illustrates an overall flow of the determination of the configuration of the elevating position variable type door (the present invention is not limited to the one shown in Fig. 16A).

K: Number of units

l (n): Length from the center of the door of the vehicle to the center of the adjacent door (length of the middle portion)

d (n): width of the nth vehicle door

n: vehicle door number (n = 1, 2, 3 ...)

a: Width dimension of the door pocket

b: Maximum protruding dimension of the door body

i: train number (i = 1, 2, 3 ...)

t: vehicle section

s: blank portion (= groove full length -t = front blank portion f + rear blank portion r)

K _t : the number of units in the vehicle section

K _s: number of units of the part blank (= number of units of the front blank section K _f + K _r number unit of the rear blank portion)

x (k): unit position (coordinate value based on each train)

X (k): unit position (coordinate value based on the platform)

Step 1: Inputting the dimension l (n) of each intermediate portion of each train, the width dimension d (n) of the vehicle door (entrance), the width dimension a of the door pocket constituting the unit and the maximum protrusion dimension b of the door body The maximum number K _max (i) and the minimum number K _min (i) corresponding to the respective intermediate portions of the respective trains are calculated using the maximum width and the minimum width of the unit.

Step 2: Obtain the overlapping range K _max , K _min of the total number of units by adding the maximum unit number K _max (i) and the minimum number K _min (i) corresponding to each intermediate portion of each train on a train-by-train basis. When there is a short train, the maximum and minimum number of virtual closures that can be closed with the length of the longest train are calculated and added to the unit maximum number K _max (i) and the minimum number K _min (i). The maximum number and the minimum number can be calculated, for example, by using the average of the maximum width and the minimum width of the unit.

Step 3: Select the minimum number K _min from the overlapping range of the total number of units for each train, and distribute the unit to each middle area for each train. The number of units K (i, n) corresponding to all intermediate portions is obtained.

Step 4: Determine the target waiting position of the unit at each intermediate position. Here, the opening margin of the opening of the groove door relative to the entrance of the train is made uniform on the left and right (front side and rear side) of the entrance. Also, the left and right opening margins are set to be maximum (b-0.5 dn). When the opening margin is (b-0.5dn) or more, the door body protrudes to secure the dimension ln-Ka-2b to maintain the closed state at the target waiting position. For example, in the case where two units correspond to an intermediate portion, the door protruding dimension of each door body is (ln-Ka-2b) / 2 when the door bodies of the respective units protrude evenly. In step (4), the target waiting position x (k) of each unit is determined for each train.

Step 5: In this step, allocation of the unit to the vacant portion is performed in consideration of the overhang of the home door (moving forward from the target waiting position). It is also necessary to determine the target waiting position of the unit in the empty portion.

Step 6: It is not necessarily after Step 5, but Step 4 can be followed by Step 6. By setting the target stop position for each train platform, the position X (k) of each unit of the groove door with respect to the platform is determined.

[C-6-1] Outline of how to determine the number and placement of units

The whole method consists of three steps. Here, the procedure for the determination when the elevating position variable type door is newly installed will be described. Whether or not a new train can be accommodated in a groove already introduced can be confirmed by applying this procedure.

(1) Step 1: Determination of the number of units

Each train is divided into three sections: a "front end portion" which is the front end of the door closest to the head, a plurality of "intermediate portions" sandwiched between the door and the door, and a "rear end portion" immediately behind the rear end door.

First, the minimum number and maximum number (maximum number, minimum number) of units that can be arranged in the respective intermediate positions are obtained. The minimum number is the minimum number of times that the unit can close the center of the door of the train positioned before and after the intermediate portion in a fully protruding state of the door, Is calculated from the maximum number that can be placed without being caught by the door of the located train.

i: train number, j: train door number

a: unit door pocket width, b: unit door body width, δ: clearance

li (j) is the distance between the centers of the jth and j + 1th train doors

di (j): opening width of the jth train door

ki (j) is the number of units (integer) in the middle between the jth and j + 1th doors.

Subsequently, the minimum number and the maximum number of necessary units are obtained for the front end portion and the rear end portion. Generally, at least one unit is required in order to cover the half of the foremost part and the rearmost part door. In the case where there is a crew seal door used at the front end portion and the rear end portion, the door pocket body may be moved from the front of the door of the crew chamber to enable the vertical movement (Fig. 17). It is considered that this can be coped with in actual operation control. In Fig. 17, the range covered by the foremost unit is referred to as a " corrected front end portion " for convenience, and is distinguished from the " front end portion ".

Further, when the lengths of the trains are different, there is a portion where the longest train stops but the short train does not stop (hereinafter referred to as a "blank portion"). The unit must also be closed by arranging the unit. Therefore, the minimum number and the maximum number of necessary units are similarly calculated.

i: train number, δ: allowance

a: unit door pocket width, b: unit door body width

lis: length of blank part of train i for longest train

Kis: the number of units in the blank space (integer)

The sum of the minimum number and the maximum number of the intermediate parts, the front end part, the rear end part, and the blank part of each train becomes the minimum number and the maximum number of units required for the train. And the number between the minimum and maximum number of all trains is the number of units required for this groove. When there are a plurality of calculated numbers, the minimum one of them can be selected in consideration of economical efficiency.

(2) Step 2: Determination of unit placement

Once the number of units to be placed on the groove is determined, the next step is to determine how many units are to be placed on each part of each train. In order to avoid unnecessarily extending the moving distance of the unit between the trains, it is possible to arrange them on the average. For that reason, first, the blank part and the others are proportionally distributed in length. However, when the balance is poor in the proportional distribution, it is also considered that about ± 2 pieces are exchanged with the blank region. After placing the minimum number of shear, rear end, and intermediate parts, add the units in the order of the remaining large dimensions.

When the number of positions of each part is determined, the waiting position of each unit is determined. The position is expressed by distance coordinates from the head of each train. The basic way of thinking is to open the front door of the train as large as possible. This is for securing the width of the fine correction by the groove shape or the like in step 3 and for easily absorbing the error of the stop position of the train in practical use.

Up to now, in principle, the meeting stile portion of the door body of the right and left units comes to the center of the train door. However, in some cases, in order to equalize the above-mentioned dimensional margin, In some cases.

(3) Step 3: Determination of the position on the groove

Finally, the standby position of each unit is set on the groove according to the target stop position on the groove of each train. At the same time, the atmospheric coordinates are corrected according to the curvature of the line or the cant situation, and it is confirmed from the distribution of the atmospheric position, the operating range, and the like that the arrangement is physically and mechanically established.

The target stop position of each train may be determined in advance according to the position of the ticket gate, the stairs, or the like, and it is possible to examine the plurality of temporarily determined positions to select the most suitable one. For example, an option such as a movement time minimum (minimization of the maximum value of the unit movement amount) and a minimum movement energy (minimization of the total movement amount) can be considered.

It is also determined how to close the front and rear ends of the grooves before and after the longest train. A simple fixed fence is sufficient if the exact stop device is equipped. In the case of coping with an overrun or a preceding stop, it is also possible to provide a normally closed movable fence for expanding or contracting, for example, in the form of a bellows, even if this unit is additionally arranged.

If the result is not proper, it is necessary to repeat the above confirmation by selecting another plan for the number of the allocations and standby positions determined in step 2.

[C-6-2] Review example

As an example, the examination result of the unit arrangement obtained under the following conditions is shown.

· Train: [train 1] 20m 4 door car × 4 car

        [Train 2] 20m 3 door car × 3 car

        [Train 3] 3 kinds of 18m 3 door cars × 3

· Dimensions of unit: a = 1400㎜

               b = 1100 mm

· Groove: Straight shape with a length of 90m

· Others: Possible to ascend / descend for both driver and driver

        Overrun · Does not respond to stopover immediately

See Figure 18 for others

(1) Step 1: Determination of the number of units

[Train 1] has two minimum and maximum numbers in the entire middle area, one in both front and rear ends, and 0 in the blank area because it is the longest train. Therefore, the number of necessary units is one of 32 ones.

In [Train 2], there is a margin in the number of all the parts, and in total, it is 25 to 44 pieces.

Similarly, [train 3] is 26 to 44. Therefore, only 32 of the three trains are common, and the number of units is determined to be 32 (Fig. 18).

(2) Step 2: Determination of unit placement

Since there is only one train in [train 1], the placement is determined automatically.

[Trains 2], the space 22.80m from the total length is equivalent to 8.9 units in the ratio, 20m by 1 8million in accordance with the principle of 8 truncated to fewer than the distribution of 8, do. Allocate the remaining six minus the minimum number of 18, equally. First, add one to the middle part (= 2900 mm = 7100-650 × 2-100-1400 × 2) of the connecting part with the remaining large dimension. Next, the unit is added to four of the middle parts 1, 2, 4, 5, 7, 8 (= 2250 mm = 6450-650 × 2-100-1400 × 2) And added to 1, 4, 5, 8 (Fig. 18).

[Train 3] is slightly longer, with a gap of 26.17m, and receives 10 shares. Of the remaining 22, a minimum of four is subtracted from the total of 18. First, one is added to the middle part 3 · 6 (= 1940 mm = 6140-650 × 2-100-1400 × 2) of the connection part having the remaining large dimension. Add the rest in the middle of the same dimension 1, 2, 4, 5, 7, 8, taking into account the balance of the layout.

Next, in accordance with the distribution of the units, the waiting positions of the respective units are calculated. [Train 1] has a narrow distance between the doors and is not capable of releasing the entire door body in front of the door (= 450 mm on the side of the leeway) except for both ends and the connecting portion. However, Is almost secured. In [Train 2], a margin of ± 450 mm is taken from all doors. In [Train 3], there are few spare dimensions of 215mm, but there is no problem in practical use.

Further, in [Train 1] [Train 3], when the crew door is used, the door pocket body is pushed outwardly by 850 · 765 mm from the end of the train (FIG. 4). On the other hand, in [train 2], this unit may be required to extend 550 mm from the end of the train.

(3) Step 3: Positioning on the groove

For the target stop position of each train, the longest [train 1] was set at a position 5 m from the front end of the groove, and [train 2] and [train 3] were set at a position 10 m backward therefrom (Fig. According to this condition, the blank part is divided into two parts, the front part and the rear part of the train, and the number of units is distributed according to the dimension.

Incidentally, in this example, it was 2480 mm in the unit having the largest moving range. In addition, the total amount of total movement is 26,060 mm in [train 1] -> [train 2], 20250 mm in [train 1] -> [train 3], 28520 mm in [train 2] . These are values for the determined target stop position, and target stop positions for optimizing the values exist separately.

In Fig. 18, the dimensions of the front end portion and the rear end portion are written with the dimensions of the corrected front end portion and the rear end portion in Fig. 17, respectively. As a result, the dimension of the blank portion is also corrected.

≪ Industrial applicability >

The present invention can be used for determining the configuration of the elevating position variable door provided in the platform or for judging whether or not the elevating position variable door is installed in a new train.

1: Platform
2: Guide rail
3: movable door pocket
4, 4 ': first door body
5, 5 ': second door body

Claims (13)

An apparatus for matching a lift door position variable door to a train,
The groove door is provided with a plurality of units in the longitudinal direction, each of which comprises a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies on the groove, thereby closing at least a space between the groove and the orbit , And an opening is formed between the units in accordance with the entrance of the train when the train ascends and descends,
Means for storing length dimensions of at least respective intermediate portions of one front end portion, N-1 middle portion, and one rear end portion obtained by partitioning a train having N elevator openings in each of the elevation openings,
Means for storing a width dimension of the entrance of a vehicle included in each intermediate portion,
Means for storing a maximum width dimension and a minimum width dimension of one unit,
The number of units for calculating the number of units corresponding to each middle portion is calculated by using all or part of the length dimension of each intermediate portion, the maximum width dimension of the one unit, the minimum width dimension, and the width dimension of the entrance door included in each intermediate portion Sudan,
A unit for assigning one or a plurality of units (hereinafter referred to as " unit group ") calculated by the unit number calculation means to each middle portion of a plurality of consecutive intermediate portions of at least a part of N-1 intermediate portions Group allocation means,
A target waiting position for a door pocket and a train of a door body of each unit of the unit group assigned by the unit group assigning means is set to a target waiting position in which the plurality of consecutive middle portions are arranged by the assigned unit group And a target waiting position determining means for determining that the entrance is located within an opening width formed between adjacent unit groups from the target waiting position. The method according to claim 1,
The number-of-units calculating means calculates the maximum number and the minimum number of units corresponding to the respective intermediate portions,
The maximum number and the minimum number of units corresponding to the calculated intermediate portions are stored in the storage means for storing the maximum number and the minimum number of the units,
Wherein said unit group assigning means assigns a unit group composed of a number of units selected from the range of the maximum number and the minimum number stored to the respective intermediate portions. 3. The method according to claim 1 or 2,
And end unit group allocation means for allocating an end unit group composed of one or more units to at least one of the front end portion and the rear end portion,
Wherein the target waiting position determining means determines that the unit group of the intermediate portion and the end unit group are kept closed at the target waiting position and that the target waiting position is a position at which the end unit group and the unit Wherein the control unit determines that the entrance is positioned within the opening width formed between the groups. An apparatus for determining the composition of an elevating position variable type door,
The riding position variable type door is provided with a predetermined number of longitudinally extending units on the groove, each unit comprising a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies, thereby closing the space between the groove and the orbit , And an opening is formed between the units in accordance with the entrance of the train when the train ascends and descends,
The apparatus includes unit number determining means for determining the number of units,
The number-of-
Means for storing respective length dimensions of one front end portion, a plurality of intermediate portions, and one rear end portion obtained by partitioning each of the hatches with respect to each of the different types of trains;
Means for storing a width dimension of a hatchway included in each intermediate portion of each of the different types of trains,
Means for storing a maximum width dimension and a minimum width dimension of one unit,
The maximum number and the minimum number of units corresponding to the respective intermediate portions are calculated by using the length dimension of each intermediate portion, the maximum width dimension of one unit, the minimum width dimension, and the width dimension of the entrance door included in each intermediate portion And
Means for storing a maximum number and a minimum number of units corresponding to the calculated intermediate portions,
Means for obtaining a maximum total number and a minimum total number of units of each of the heterogeneous trains by adding the maximum number and the minimum number of units for each heterogeneous train,
And means for determining an overlapping range of the maximum total number and the minimum total number of units of the different types of trains and determining the number selected from the overlapping range as the first unit number, Wherein the total number of the intermediate portions of the longest train is capable of being closed. 5. The method of claim 4,
Wherein the heterogeneous train comprises at least one train of different lengths,
Means for obtaining a difference in length between the longest train and the short train,
Means for correcting the maximum total number and the minimum total number of units of the short train according to the longest train based on the difference in length,
Wherein the redundant range is obtained by using the maximum total number and the minimum total number after correction. An apparatus for determining the composition of an elevating position variable type door,
The riding position variable type door is provided with a predetermined number of longitudinally extending units on the groove, each unit comprising a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies, thereby closing the space between the groove and the orbit , And an opening is formed between the units in accordance with the entrance of the train when the train ascends and descends,
The apparatus includes unit number determination means for determining the number of units that can be accommodated for all the different types of trains that stop in the target groove,
Wherein said unit number determination means comprises:
In the longest train that stops on the platform, the trains are partitioned at each entrance to divide into one front end portion, a plurality of intermediate portions, and a rear end portion to obtain the length dimension of each portion, and correspond to the length dimension of the entire intermediate portion Means for determining a first number of units to be used,
Means for determining a second number of units corresponding to at least one of a front end portion and a rear end portion,
And means for setting the sum of the first unit number and the second unit number as a predetermined number. The method according to claim 6,
Wherein the means for determining the first number of units comprises:
Means for obtaining the length dimension of each portion by dividing into a front end portion, a plurality of intermediate portions, and a rear end portion by partitioning each of the elevation openings in each of the different types of trains standing on the platform,
The maximum number and the minimum number of units corresponding to the respective intermediate portions are acquired using the maximum width dimension, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entrance of the vehicle included in each intermediate region for each heterogeneous train And
Means for acquiring a maximum total number and a minimum total number of units in each train by adding the maximum number and the minimum number for each different train,
And means for obtaining an overlapping range of the maximum total number of units and the minimum total number of each of the different types of trains and using the number selected from the overlapping range as the first unit number. The method according to claim 6,
Wherein the means for determining the first number of units comprises:
Means for obtaining a length dimension of each portion by dividing the longest train of each of the different types of trains standing on the platform into one front end portion, a plurality of intermediate portions, and one rear end portion by partitioning each of the inlets,
The maximum number and the minimum number of units corresponding to the respective intermediate portions are calculated by using the maximum width dimension, the minimum width dimension, the length dimension of each intermediate region, and the width dimension of the entrance of each unit in the longest train Means for acquiring,
Means for obtaining the maximum number of units and the minimum total number by adding the maximum number and the minimum number in the longest train respectively and setting the number of units selected from the range of the maximum number of units and the minimum number of units as the first number Wherein the movable door is movable in the vertical direction. 9. The method according to any one of claims 4 to 8,
The apparatus includes unit arrangement determining means,
The unit arrangement determining means determines,
All or a part of the units of the first number of units are assigned to one or a plurality of units (hereinafter referred to as " unit groups ") within the range of the maximum number to the minimum number of units corresponding to the respective intermediate portions Unit group assignment means for assigning unit group assignment means,
A target waiting position for the door pockets of the assigned units and the trains of the door body is set such that the entire intermediate portion of each of the different types of trains at the target waiting position is closed by the assigned unit group, And a target waiting position determining means for determining that the entrance is positioned within the opening width formed between the adjacent unit groups from the opening / closing unit group. An apparatus for determining whether or not an application of a ride position variable type door on a groove is applicable to a new kind of train,
The riding position variable type door is configured such that a plurality of units including a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies are provided continuously in the longitudinal direction on the groove to close the space between the groove and the orbit , And an opening is formed between the units in accordance with the entrance of the train when the train ascends and descends,
Means for storing respective length dimensions of one front end portion, M-1 middle portion, and one rear end portion obtained by dividing a new-type longitudinal train having M cooperating doors at each entrance,
Means for storing a width dimension of the entrance of a train included in each portion of the slave train,
Means for storing the total number of units constituting the ride position variable type door,
Means for storing the total length of the ride position variable type door,
Means for storing a maximum width dimension and a minimum width dimension of one unit,
A length dimension of each portion of the innermost portion of the longitudinal train, a front end portion, a rear end portion, a total length of the riding position variable door and a total length of the longitudinal train, a maximum width of one unit, Means for calculating a maximum number and a minimum number of units corresponding to the respective portions using the width dimensions of the hatches included in the respective portions,
Means for storing a maximum number and a minimum number of units corresponding to each calculated portion,
Means for acquiring a maximum total number and a minimum total number of units of the new longitudinal train by adding the maximum number and the minimum number of units corresponding to the respective portions,
Means for determining whether or not the total number of units of the installed door is within the range of the maximum total number and the minimum total number of units of the longitudinal train
. An apparatus for matching a lift door position variable door to a train,
The groove door is constituted by a plurality of units of a movable door pocket movable in the longitudinal direction of the groove and one or more door bodies continuously arranged in the longitudinal direction on the groove,
Means for storing a length dimension of an intermediate portion defined between a first partition line in a first elevator opening of a train and a second partition line in a second elevation opening located adjacent to the first elevation opening;
Means for storing a width dimension of a hatching opening included in at least one of a front end side and a rear end side of the intermediate portion;
Means for storing a maximum width dimension and a minimum width dimension of one unit,
Calculating the number of units corresponding to each intermediate portion by using all or part of the length dimension of the intermediate portion, the maximum width dimension, the minimum width dimension, and the width dimension of the entrance door included in each intermediate portion of one unit, Sudan,
Unit group allocation means for assigning one or a plurality of units (hereinafter referred to as " unit group ") calculated by the unit number calculation means to the intermediate portion,
And a control unit for controlling the elevating and lowering position of the movable door. 12. The method of claim 11,
Wherein the unit number calculating means calculates the maximum number and the minimum number of units corresponding to the intermediate portion,
Wherein said unit group assigning means assigns a unit group consisting of the number of units selected from the range of the maximum number and the minimum number to the intermediate portion. 13. The method according to claim 11 or 12,
Wherein the apparatus for associating the elevating position variable door with the train comprises a door pocket of each unit of the unit group assigned by the unit group assigning means and a target waiting position for determining a target waiting position for the middle portion of the door body Determining means,
The target waiting position determining means determines,
Wherein the target waiting position is set such that the middle portion is closed by the unit group at the target waiting position and the door body located at least one of the front end side and the rear end side of the unit group in the closed posture is in the middle By opening the door body located at one or more of the front end side and the rear end side of the unit group from the target waiting position corresponding to a door included in at least one of the front end side and the rear end side of the unit, Wherein the opening and closing allowance is determined so as to form an opening margin between the door and the door.

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