WO2012073658A1 - 乗降位置可変型ホームドアの列車への対応付け装置及び乗降位置可変型ホームドアの構成決定装置 - Google Patents

乗降位置可変型ホームドアの列車への対応付け装置及び乗降位置可変型ホームドアの構成決定装置 Download PDF

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Publication number
WO2012073658A1
WO2012073658A1 PCT/JP2011/075680 JP2011075680W WO2012073658A1 WO 2012073658 A1 WO2012073658 A1 WO 2012073658A1 JP 2011075680 W JP2011075680 W JP 2011075680W WO 2012073658 A1 WO2012073658 A1 WO 2012073658A1
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WIPO (PCT)
Prior art keywords
train
door
unit
platform
units
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PCT/JP2011/075680
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English (en)
French (fr)
Japanese (ja)
Inventor
須田　義大
誉章 古賀
東起 李
美希 小▲崎▼
瑞穂 安齋
福本　陽三
茂由 野村
彰良 築城
Original Assignee
国立大学法人東京大学
株式会社神戸製鋼所
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Application filed by 国立大学法人東京大学, 株式会社神戸製鋼所 filed Critical 国立大学法人東京大学
Priority to KR1020137014125A priority Critical patent/KR101427058B1/ko
Priority to CN201180057880.0A priority patent/CN103237708B/zh
Publication of WO2012073658A1 publication Critical patent/WO2012073658A1/ja

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

Definitions

  • the present invention relates to a platform door having a variable entry / exit position that is installed in the vicinity of a side edge of a platform and partitions the platform and a track.
  • platform doors In recent years, installation of devices called platform doors, platform fences, etc. has been spreading as a countermeasure for safety measures at railway stations, and it is considered that the spread will continue in the future.
  • platform doors In this specification, these platform doors, platform fences, and the like are collectively referred to as platform doors.
  • the platform door provides greater safety and security than ever before, and at the same time, it continues operation according to the purpose of various trains that are now being realized, and new future trains and services It is desirable to ensure flexibility in form.
  • a platform door with variable landing position is required, which allows the boarding position to be freely changed to some extent. At the same time, these can cope with a shift in the stopping position, which eliminates the need for introducing a fixed position stop device, and also prevents a delay due to overrunning and the like.
  • Patent Document 3 discloses how to operate a platform gate system including a movable door pocket, but there is no viewpoint on how to make a platform gate system that can handle different types of trains.
  • a conventional door-seat fixed platform fence can be installed in accordance with a specific type of train that stops at the platform where the platform fence is installed. It was sufficient to determine the configuration and position of the platform fence in accordance with the train entrance / exit.
  • the platform position variable type door needs to form an opening in accordance with the entrances and exits of a plurality of different types of trains that can stop at the platform. Because there are things with different numbers, different widths at the entrance and exit, one with different lengths, one with different train lengths, etc. It is not easy.
  • JP 2005-335451 A JP 2006-8068 (Patent No. 4,368,749) JP2007-30659
  • An object of the present invention is to provide a correspondence of a platform door that can be applied universally to different types of trains to a train.
  • Another object of the present invention is to efficiently determine the overall configuration of a platform door that can accommodate various types of vehicles in a platform door with a variable entry / exit position, while taking into consideration the total of different types of trains. is there.
  • the first technical means adopted by the present invention is a device for associating a platform door with a variable entry / exit position to a train.
  • a platform door having a variable entry / exit position is configured by connecting a plurality of units, each of which includes a movable door pocket movable in the length direction of the platform and one or more door bodies, in the length direction on the platform. The space between the section and the track is closed, and an opening is formed between the units in accordance with the entrance of the train when getting on and off the train.
  • a device for associating a platform door with variable platform position is as follows: The length dimension of at least each intermediate part of one front end part, N-1 intermediate part, and one rear end part obtained by dividing a train having N entrances and exits at each entrance and exit. Means for storing; Means for storing the width dimension of the entrance / exit included in each intermediate part; Means for storing a maximum width dimension and a minimum width dimension of one unit; The number of units corresponding to each intermediate part using the length dimension of each intermediate part, the maximum width dimension of one unit, the minimum width dimension, and all or part of the width dimension of the entrance / exit included in each intermediate part
  • Unit number calculating means for calculating One or a plurality of units (hereinafter referred to as “unit group”) calculated by the unit number calculation means are added to each intermediate part of a plurality of consecutive intermediate parts of at least a part of N ⁇ 1 intermediate parts.
  • the target standby position for the train of doors and doors of each unit of the unit group assigned by the unit group assigning means is closed by the assigned unit group at the target standby position.
  • a unit group is allocated to each of all intermediate parts by the unit group allocation means.
  • One feature of the technical idea of the present invention is that a train having N entrances and exits is divided at each exit and divided into one front end part, N-1 intermediate parts, and one rear end part. However, one or a plurality of units (hereinafter referred to as “unit group”) is assigned to each intermediate portion.
  • the unit number calculating means calculates the maximum number and the minimum number of units corresponding to each intermediate part,
  • the calculated maximum number and minimum number of units corresponding to each intermediate part are stored in storage means for storing the maximum number and minimum number of the unit,
  • the unit group assigning means assigns a unit group consisting of a number of units selected from a range of the maximum number and the minimum number stored to each intermediate part.
  • the target standby position of the door pocket and door body of each unit is The length dimension of each unit group at the target standby position matches the length dimension of the corresponding intermediate part, By moving only the door body from the target standby position, it is determined so that each entrance is located within the opening width formed between adjacent unit groups.
  • an end unit group allocating unit that allocates an end unit group composed of one or more units to at least one of the front end portion and the rear end portion
  • the target standby position determining means is configured such that the intermediate unit unit group and the end unit group are kept closed at the target standby position, and the end unit group and the intermediate unit from the target standby position.
  • the entrance / exit is determined to be located within the opening width formed between the unit groups.
  • the configuration of the end unit group differs depending on the mode of division at each entrance. When partitioning at the center of the entrance / exit as in the embodiments described later, it is necessary to assign one or more units to the front end portion and the rear end portion, respectively. Also, the configuration of the end unit group may differ depending on whether or not the area corresponding to the entire length of the front end portion and the rear end portion is closed by the unit. For example, the front end part or the rear end part may be closed with a unit + another fixed shield.
  • the end unit group allocating means includes an end unit group having a number of units corresponding to the length of the front end portion at the front end portion, and the rear end portion at the rear end portion. An end unit group having a number of units corresponding to the length of the end portion is assigned. Also, when considering the crew room door, the configuration of the end unit group may be different.
  • the target standby position determination means is configured such that a portion corresponding to the entire train length at the target standby position is closed by a home door with respect to the train of the door and the door body of each unit, and It is determined so that each entrance is located within the opening width formed between the target standby position and the adjacent unit group (including the end unit group).
  • the device for associating a platform door with a variable entry / exit position to a train is: Stores one front end part, N-1 intermediate part, and one rear end part length dimension obtained by partitioning a train with N entrances at each entrance. Means, Means for storing the width dimension of the entrance / exit included in each part; Means for storing a maximum width dimension and a minimum width dimension of one unit; Using the maximum width dimension, minimum width dimension of each unit, length dimension of each intermediate part, and width dimension of the entrance / exit included in each intermediate part, the maximum number and minimum number of units corresponding to each intermediate part are calculated.
  • Means Means, Means for storing the maximum number and the minimum number of units corresponding to each calculated intermediate part; Means for allocating a unit group consisting of a number of units selected from a range of the maximum number and the minimum number stored to each intermediate part; Means for calculating at least the length of the front end portion, the number of units corresponding to the length of the rear end portion; Means for assigning a unit group consisting of the calculated number of units to the front end portion and the rear end portion, respectively;
  • the target stand-by position for the train of doors and doors of each allocated unit is closed by the home door at the target stand-by position corresponding to the entire length of the train, and between adjacent unit groups from the target stand-by position.
  • Target standby position determining means for determining that each entrance is located within the opening width formed in Means for storing the determined door pocket of each unit and the target standby position of the door body.
  • the maximum number is obtained by dividing the size of each intermediate part-the width of the entrance / exit included in the intermediate part by the minimum width of one unit (decimal point truncation).
  • a margin ⁇ is set in advance for the maximum number, and a value obtained by further subtracting ⁇ from the dimension of each intermediate part—the width dimension of the entrance / exit included in the intermediate part is the minimum width dimension of one unit. It is obtained by dividing by (decimal point truncation).
  • the minimum number is obtained by dividing the dimensions of each intermediate site by the maximum width dimension of one unit (rounded up).
  • the target standby positions of the door pocket and the door body are specified by relative coordinates with respect to each train.
  • the position is specified for each train using coordinates with the train head as the origin.
  • a target stop position for each train on the platform is given, and the target standby position is specified by coordinates relative to the platform.
  • the position is specified using coordinates with the platform head as the origin.
  • the target standby position of each unit (door bag and door) is different for each type of different trains. It will be appreciated by those skilled in the art that the target standby position for each unit of each heterogeneous train can be optimized.
  • the optimization means differs depending on the purpose of optimization, as one example, it may be possible to optimize the unit so that the moving distance of the unit is as small as possible.
  • a temporary target stop position of each train on the platform is given, and the target standby position is acquired with coordinates based on the platform, Means for calculating the difference between the target standby positions of the door pockets corresponding to different types of trains that stop on the platform; Means for optimizing the stop positions of the different types of trains using the temporary target standby position as an initial value so that the difference is minimized.
  • the second technical means adopted by the present invention is a configuration determining apparatus for a variable riding position platform door, and the above-described concept of association is also used in a configuration determining apparatus for a variable riding position platform door.
  • the platform position variable type home door is constructed by connecting a predetermined number of units in the length direction on the platform, each of which includes a movable door pocket movable in the length direction of the platform and one or more door bodies. The space between the units is closed, and an opening is formed between the units in accordance with the entrance of the train when getting on and off the train.
  • the configuration of the riding position variable type home door includes the number of units and the position of each unit (door bag and door body).
  • the configuration determining device for the riding position variable type home door includes: And unit arrangement determining means.
  • Unit number determination means For each heterogeneous train, means for storing the length dimensions of one front end portion, a plurality of intermediate portions, and one rear end portion obtained by partitioning at each entrance and exit, Means for storing the width dimension of the entrance / exit included in each intermediate part of each different train; Means for storing a maximum width dimension and a minimum width dimension of one unit; For different types of trains, using the length dimension of each intermediate part, the maximum width dimension of one unit, the minimum width dimension, the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Means for calculating the minimum number; Means for storing the maximum number and the minimum number of units corresponding to each calculated intermediate part; Means for obtaining the maximum total number and the minimum total number of units of each different train by adding the maximum number of units and the minimum number of units for each different train, Means for determining an overlapping range of the maximum total number and the minimum total
  • the heterogeneous train includes at least one different length train, A means of obtaining the difference between the length of the longest train and the shortest train; Means for correcting the maximum total number and the minimum total number of units of the short train according to the difference in length according to the longest train, The overlap range is obtained using the maximum total number and the minimum total number after correction.
  • the difference in length is a difference between the length of all intermediate portions of the longest train and the length of all intermediate portions of the short train.
  • the correction means comprises Means for obtaining a difference in length between the train to be corrected and the longest train (may be a difference in length between all intermediate parts); Means for determining a virtual maximum number and a virtual minimum number of units corresponding to the difference using a minimum width dimension and a maximum width dimension of one unit; Means for adding the virtual maximum number and the virtual minimum number to the maximum total number and the minimum total number of units in the train to be corrected.
  • 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 correction target train.
  • the first unit number is a minimum total number of units in the overlapping range.
  • the number of units corresponding to all intermediate parts is obtained, but in each train, the maximum total number and the minimum total number of units including the number of units corresponding to the front end part and the rear end part are obtained, The total number of units may be obtained from the overlapping range of the maximum total number and the minimum total number.
  • the unit number determining means includes: In the longest train that stops on the platform, by dividing it at each entrance and exit, it is divided into one front end part, a plurality of intermediate parts, and one rear end part, and the length dimension of each part is obtained. Means for determining a first unit number corresponding to a length dimension of Means for determining a second unit number corresponding to the front end portion and / or the rear end portion; And a means for setting the total of the first unit number and the second unit number to a predetermined number.
  • the means for determining the first unit number comprises: In each heterogeneous train that stops on the platform, by dividing at each entrance and exit, means for obtaining a length dimension of each part by dividing into one front end part, a plurality of intermediate parts, and one rear end part, For each different train, using the maximum width dimension of one unit, the minimum width dimension, the length dimension of each intermediate part, the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Means for obtaining the minimum number; Means for obtaining the maximum total number of units and the minimum total number in each train by adding the maximum number and the minimum number for each different train, Means for determining the overlapping range of the maximum total number and the minimum total number of the different types of trains and setting the number selected from the overlapping range as the first unit number.
  • the means for determining the first unit number comprises: Means for obtaining the length dimension of each part by dividing into one front end part, a plurality of intermediate parts, and one rear end part by partitioning at each entrance / exit in the longest train of each heterogeneous train that stops on the platform When, In the longest train, using the maximum width dimension, minimum width dimension of each unit, the length dimension of each intermediate part, and the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, the minimum Means for obtaining a number; Means for obtaining the maximum unit total number and the minimum total number by adding the maximum number and the minimum number respectively in the longest train, and setting the number of units selected from the range of the unit maximum total number and the unit minimum total number as the first unit number; It is equipped with.
  • the second unit number is a number capable of closing a length corresponding to the total length of the front end portion and the rear end portion.
  • the second unit number has a length corresponding to at least the longest train total length of the platform door composed of a predetermined number of units that is the sum of the first unit number and the second unit number, and The number of home doors made up of a predetermined number of units is determined so as to fit within the platform length.
  • the apparatus includes unit arrangement determining means.
  • the unit arrangement determining means is For each different train, all or part of the first number of units is one or more units (hereinafter referred to as “unit group”) within the range of the maximum number to the minimum number of units corresponding to each intermediate part. )
  • Assigning unit group assigning means The target standby position for the assigned door pockets and door trains of each unit is closed at the target standby position by the assigned unit group at all intermediate parts of each different train, and from the target standby position.
  • Target standby position determination means for determining the entrance / exit to be located within the opening width formed between adjacent unit groups.
  • each heterogeneous train that stops on the platform includes at least one different length train;
  • the assigning means includes In a short train, a part of the first unit number is assigned to each intermediate part.
  • the “partial number of the first unit number” can be appropriately determined by those skilled in the art. For example, the minimum total number of the short trains is used, and the difference from the longest train is the average of the maximum size and the minimum size of the unit.
  • the number of vacant parts is calculated by dividing by the number obtained by subtracting the number of vacant parts from the first unit number, and the number obtained by multiplying the first unit number by the ratio of the longest train to the short train is used. Etc. can be exemplified.
  • the means for assigning the unit group to each intermediate part assigns a unit of the first unit number of the predetermined number of units, First assigning means for assigning a minimum number of units corresponding to each intermediate site to each intermediate site; A second assigning unit that distributes the extra units in order from the largest length of the intermediate portion, when an extra unit occurs; It has.
  • the third assignment to assign the extra unit to the front end part and / or the rear end part Means when an extra unit that has not been assigned to the intermediate part in the unit of the first unit number occurs.
  • the concept of association according to the present invention is used to efficiently determine whether or not a new different train can be introduced and a target standby position of the home door for the new different train in the existing platform doors with variable entry / exit positions. be able to.
  • an apparatus for determining whether a platform position variable type platform door installed on a platform can be applied to a new heterogeneous train,
  • the platform position variable type home door is constructed by connecting a plurality of units consisting of a movable door pocket movable in the length direction of the platform and one or more door bodies in the length direction on the platform.
  • Means Means, Means for storing the width dimension of the entrance / exit included in each part of the new heterogeneous train; Means for storing the total number of units constituting the boarding position variable type platform door; Means for storing the total length of the platform position variable type platform door; Means for storing a maximum width dimension and a minimum width dimension of one unit; Each intermediate part, front end part, rear end part of the new heterogeneous train, the length of each part of the blank part which is the difference between the total length of the platform position variable type platform door and the total length of the new heterogeneous train, the maximum width dimension of one unit Means for calculating the maximum number and the minimum number of units corresponding to each part using the minimum width dimension and the width dimension of the entrance / exit included in each part; Means for storing the maximum number and the minimum number of units corresponding to each calculated part; Means for obtaining the maximum total number and the minimum total number of units of the new heterogeneous train by adding the maximum number and the minimum number of units corresponding to each
  • the configuration corresponding to the new heterogeneous train using the unit group allocation means and the target standby position determination means of the associating device is configured. Can be determined.
  • the associating device according to the present invention can be applied universally to different types of trains, and is used both when a platform door is installed and after it is installed (check when a new train is introduced).
  • the present invention can efficiently determine the entire configuration of a platform door that can be used for various types of vehicles in consideration of the whole of different types of trains in a platform door with variable entry / exit positions.
  • FIG. 4 It is a figure which shows the detail of the traveling mechanism and drive system of FIG. 4 (B). It is a perspective view which shows embodiment of the basic unit of the platform door which concerns on this invention.
  • the platform door is configured by connecting the same basic units in the platform length direction.
  • 2 shows the dimensions of one embodiment of the basic unit.
  • FIG. 1 It is an example which partitions a train in each exit / exit. It is an example which partitions a train in each exit / exit. It is an example which partitions a train in each exit / exit. It is an example which partitions a train in each exit / exit. (A) It is a figure explaining calculation of the maximum number. (B) It is a figure explaining calculation of the minimum number. (A) to (E) are diagrams for explaining the determination of the position of each unit of the unit group in the intermediate part. It is a schematic block diagram of the structure determination apparatus of a platform position variable type
  • the platform door with variable entrance / exit position is a guide in which a door pocket for slidably storing a door body is embedded on the floor of the platform so as to extend in the length direction of the platform. It is characterized in that it can move along the rail.
  • Each door pocket has a traveling body such as a roller and driving means such as a motor, and the traveling body moves along the guide rail by the driving means, and can be moved individually in the length direction of the platform.
  • the platform door with variable entry / exit position is composed of a plurality of units including a door pocket and a door body having a triangular cross section that spreads at the bottom.
  • the door body has a similar cross-sectional shape only slightly smaller than the door pocket.
  • the door body is supported by a door pocket, and is based on a unit in which one piece goes in and out on each side of the door bag, or one piece goes in and out on one side (see FIG. 7). Further, the unit moves along two rails embedded in the home end.
  • the bottom section wide triangular cross section
  • the bottom width is widened and the tension is applied, and the drive mechanism is installed in the lower part of the pocket space to lower the center of gravity, thereby supplementing the resistance to the falling moment I am aiming.
  • the doors and doors are extended to the end of the platform, eliminating room for humans to stand between the platform door and the vehicle body. For this reason, passengers who could not get on the board without rushing are always caught by the door body of the platform door, and can be detected only by the door closing sensor of the platform door, so that the sensor for detecting the leftover can be omitted.
  • the configuration of the platform door with variable entry / exit position composed of a unit having a triangular cross section (door bag + door) will be described in detail with reference to the drawings.
  • a guide rail 2 extends along the length direction of the platform 1.
  • the guide rail 2 extends over substantially the entire length of the platform 1.
  • a plurality of short guide rails may be arranged along the length direction of the platform 1.
  • the guide rail 2 is embedded in the floor surface of the platform 1, and the upper surface of the portion where the guide rail 2 is embedded is flush with the floor surface of the platform 1.
  • a plurality of movable door pockets 3 are provided on the floor surface of the platform 1 in the vicinity of the side edge on the track side, and each movable door pocket 3 is movable along the guide rail 2 in the length direction of the platform 1.
  • the movable door pocket 3 includes a first surface portion (home-side finding surface) 30 facing the home side, a second surface portion 31 (track-side finding surface) facing the track side, a top portion 32, and a bottom surface 33.
  • the movable door pocket 3 has a generally triangular shape in a side view.
  • the movable door pocket 3 is formed with a low profile lower than the height of a person.
  • each movable door pocket 3 includes two door bodies protruding from the same side with respect to one movable door pocket 3, that is, a first door body 4 and a second door body 5.
  • the cross-sectional shapes of the first door body 4 and the second door body 5 are similar to the cross-sectional shape of the movable door pocket 3, and the movable door pocket 3, the first door body 4, and the second door body 5 are nested with each other. It has become.
  • the first door body 4 includes a first surface portion (home-side finding surface) 40 facing the home side, a second surface portion 41 (track-side finding surface) facing the track side, a top portion 42, and a bottom surface (see FIG. 1A and hidden in FIG. 1B), and has a triangular shape in a side view.
  • the first door body 5 includes a first surface portion (home-side finding surface) 50 facing the home side, a second surface portion 51 (track-side finding surface) facing the track side, a top portion 52, and a bottom surface (see FIG. 1A and hidden in FIG. 1B), and has a triangular shape in a side view.
  • a storage portion that receives the proximal end side of the first door body 4 is formed in the internal space of the movable door pocket 3.
  • the side surface of the first door body 4 on the door tip side is an opening, and a storage portion that receives the door bottom side of the second door body 5 is formed in the internal space of the first door body 4.
  • the extent to which the first door body 4 can be retracted with respect to the movable door pocket 3 and the second door body 5 with respect to the first door body 4 is a design problem and is the most retracted state (storage posture).
  • the door tip side of the first door body 4 may protrude from the side surface of the movable door pocket 3 and / or the door tip side of the second door body 5 may protrude from the side surface of the first door body 4.
  • the home fence is closed, and the first door body 4 is drawn into the movable door pocket 3 and / or the second door body 5 is drawn into the first door body 4, so that the adjacent second door bodies 5 are drawn.
  • the movable home fence is in an open state by separating the side surfaces of each other and forming a space therebetween.
  • one or both of the adjacent movable door pockets 3 move in a direction away from each other, and a space is formed between the adjacent movable door pockets 3 so that the movable home fence is in an open state.
  • the other end surface side of the movable door pocket is moved by moving the movable door bag relative to the door body side while maintaining the protruding posture with respect to the door body in the protruding posture from one end surface of the movable door pocket. It is good also as an open state by forming an opening in (a movable door pocket functions as a door body).
  • each movable door pocket 3 has two door bodies that protrude from both sides with respect to one movable door pocket 3, that is, a first door body 4 ′ and a second door body 5. 'Is provided.
  • the cross-sectional shapes of the first door body 4 ′ and the second door body 5 ′ are similar to the cross-sectional shape of the movable door pocket 3, and the movable door pocket 3, the first door body 4, and the second door body 5 are nested with each other. It has become a shape. More specifically, as will be described below, the door butt side of the first door body 4 ′ accommodated in the movable door pocket 3 can slide on the door butt side of the second door body 5 ′ housed in the movable door pocket 3. To accept.
  • the first door body 4 ′ includes a first surface portion (home-side finding surface) 40 ′ facing the home side, a second surface portion 41 ′ (track-side finding surface) facing the track side, and a top portion 42 ′. And a bottom surface (hidden and invisible in FIGS. 2A and 2B), and has a triangular shape in a side view.
  • the first door 5 ′ includes a first surface portion (home-side finding surface) 50 ′ facing the home side, a second surface portion 51 ′ (track-side finding surface) facing the track side, and a top portion 52 ′. , And a bottom surface 53 ′, and has a triangular shape in a side view.
  • Both side surfaces of the movable door pocket 3 are open, and the interior space of the movable door pocket 3 has storage portions for receiving the door butt side of the first door body 4 ′ and the door butt side of the second door body 5 ′, respectively. Is formed.
  • the side surface of the first door body 4 ′ on the door bottom side is an opening, and a storage portion for receiving the door bottom side of the second door body 5 ′ is formed in the internal space of the first door body 4 ′. . That is, when storing the first door body 4 ′ and the second door body 5 ′, the movable door pocket 3 is drawn into the door butt side of the first door body 4 ′ drawn into the movable door bag 3 from one side surface and from the other side surface.
  • the door butt side of the second door body 5 ′ is slidably movable.
  • the extent to which the first door body 4 ′ and the second door body 5 ′ can be retracted with respect to the movable door pocket 3 is a design problem, and the first door body 4 ′ is in the most retracted state (storage position).
  • the door end side may protrude from one side surface of the movable door pocket 3, and / or the door tip side of the second door body 5 ′ may protrude from the other side surface of the movable door pocket 3.
  • 1st door body 4 'and 2nd door body 5' each protrude from both the side surfaces of the movable door pocket 3, it is 1st door body 4 'and 2nd door body in the retracted state (storage position).
  • the 5 'door bottom sides may not enter each other.
  • the configuration in which the door body is slid with respect to the movable door pocket is provided in the door body storage portion of the door pocket, and the guide means for guiding the door body when the door body is opened and closed, and the door body is slid along the guide means.
  • a motor is typically used as a drive source of the drive mechanism.
  • a door body that is slidable relative to the door pocket is well known to those skilled in the art as a sliding door device, and an automatic sliding door that automatically slides and moves the door body is also well known to those skilled in the art.
  • these techniques may be applied.
  • Japanese Patent Application Laid-Open No. 11-334579 discloses a door panel projecting from both sides of the door pocket.
  • two door bodies projecting from the same side surface of the door pocket are provided for one door pocket, one door body is formed as an intermediate door pocket for housing the other door body, and the other door body is one of the door bodies.
  • the one housed in the door body and one door body housed in the housing portion of the door pocket is disclosed in Patent Document 2, Japanese Patent Laid-Open No. 2000-16281, and Japanese Patent Laid-Open No. 2008-280034. Can do.
  • a wheel 35 as a traveling body is provided on the lower surface 33 of the movable door pocket 3 (see FIG. 4 to FIG. 6), and the movable door pocket 3 is the length of the platform 1 when the wheel 35 rolls along the guide rail 2. It can move in the direction.
  • the guide rail 2 extends over substantially the entire length of the platform 1, but a plurality of guide rails are intermittently arranged according to the amount of movement of each movable door pocket 3. It may be provided.
  • the movable door pocket 3 is provided with a drive mechanism for rotating the wheel 35 to be self-propelled, and the movable door pocket 3 moves in the length direction of the platform 1 by moving the wheel 35 along the guide rail 2 by the drive mechanism. Moving.
  • the movable door pocket 3, the first door bodies 4, 4 ′, and the second door bodies 5, 5 ′ can slide while restricting direct contact between the surfaces. Guide means are provided.
  • FIG. 5 is a diagram illustrating a traveling mechanism and a driving method of the movable door pocket.
  • A shows a ball screw drive system
  • B shows a belt drive system.
  • a total of four wheels 35 are provided on the lower surface 33 of the movable door pocket 3, each having two spaces in the width direction and the expected direction (thickness direction) of the movable door pocket 3.
  • Each wheel 35 is rotatably supported by a plate-like bracket 36 extending vertically.
  • a narrow groove 15 into which a plate-like bracket 36 can be inserted is formed on the floor surface of the platform 1. It is desirable that the groove width of the groove portion 15 is designed so as not to allow passenger shoes or other footwear, the tip of the cane, the roller at the lower end of the bag, or the like to enter.
  • Two stopper wheels 37 are disposed on the bracket 36 so as to be positioned in front of and behind the wheel 35.
  • the cover 20 is provided above the stopper wheel 37 so as to be supported by the support column 25 so that the upper surface thereof is flush with the floor surface of the platform 1.
  • the lower surface of the cover 20 forms a rail for guiding the stopper wheel 37. is doing.
  • the wheel 35, the bracket 36, and the stopper wheel 37 form a door pulley assembly. In the door pulley assembly, an upward load (lifting force due to falling of the door pocket) is supported by a stopper wheel 37, and a downward door pocket weight is supported by a wheel 35 with a flange.
  • each movable door pocket 3 needs to be individually driven, and therefore, an independent drive source (motor) and transmission mechanism are prepared for each movable door pocket 3. .
  • an independent drive source (motor) and transmission mechanism are prepared for each movable door pocket 3. .
  • the motor M on one side and the lead-out line of the transmission mechanism are indicated by dotted lines, and the following description applies to both the case where a motor is provided on one side and the case where a motor is provided on both sides.
  • the movable door pocket 3 is provided with a control unit that appropriately receives instructions from a management device installed on the platform 1 and controls opening and closing of the movable door pocket 3 and the door body.
  • a ball screw 16 is extended.
  • a slider (ball nut) 17 is externally mounted on the ball screw 16 so as to be movable in the length direction of the ball screw 16, and the slide 17 is fixed to a bracket 36 that supports a wheel 35.
  • a terminal bearing 18 is connected to one end side of the ball screw 16, and a motor M is connected to the other end side via a speed reducer 19.
  • the slider 17 By selectively rotating the motor M in the forward and reverse directions according to a command from the control unit, the slider 17 is moved in either the left or right direction, the wheel 35 rolls on the guide rail 2, and the movable door pocket 3 is moved to the platform 1. It moves in the length direction.
  • the rotation of the motor M stops and the movable door pocket 3 stops.
  • the space in which the guide rails 2 are embedded in the floor surface of the platform 1 is arranged along the length direction of the guide rails 2 corresponding to the movable door pockets 3.
  • the wrapping belt body 21 is extended.
  • the belt body 21 is wound around the drive pulley 22 at one end side in the length direction of the guide rail 2, and the belt 21 body is wound around the driven pulley 23 at the other end side. 21A and lower part 21B.
  • the bracket 36 that supports the wheel 35 is connected to the upper portion 21 of the belt 21 via the belt clamp 24.
  • the drive pulley 22 can be rotated by a motor M.
  • the driving pulley 22 is driven to rotate forward and backward by selectively rotating the motor M forward and backward in response to a command from the control unit, and the upper portion 21A of the belt body 21 is moved in either the left or right direction so that the wheels 35 are guided rails. 2, the movable door pocket 3 is moved in the length direction of the platform 1. When the movable door pocket 3 moves to a predetermined position, the rotation of the motor M stops and the movable door pocket 3 stops.
  • Patent Document 1 Patent Document 2
  • Patent Document 2 Patent Document 3
  • the present invention is not limited to those described here and can be appropriately designed by those skilled in the art.
  • a rail 6 supported by a steadying beam (not shown) that receives only a lateral force is provided in the upper portion, and a support bar 7 provided in each door pocket 3 is provided along the rail 6.
  • the movable door pocket and door body in this invention may be provided with the height extended to ceiling height.
  • the platform door with variable entry / exit position is configured by repeating a single unit including a door pocket and a door body.
  • the fact that it can be configured with only one type of repetition of a large size is considered effective for cost reduction.
  • As the basic unit as shown in FIG. 7, (A) a mode in which the door body projects from both sides of one door pocket, (B) a mode in which two door bodies project from one side of one door pocket can be exemplified. it can.
  • each door bag is moving according to the train in response to 20m4 door car and 3 door car.
  • Fig. 8 (1) and (3) when trains with different vehicle lengths, such as 20m and 18m, are mixed, the stopping position of each train will shift slightly, so it is necessary to consider the entire train. However, it is possible to respond without problems in the examination of 20m 4 door car and 18m 3 door car with 8 cars.
  • a platform door can handle a certain amount of stopping position deviation. This makes it possible for the platform door to follow overruns up to the same distance and to shift the stop position by one door depending on the destination and type.
  • the platform door with variable entry / exit position can be introduced without unifying vehicles or equipped with a fixed position stop device, and is currently introduced only on newly established routes or existing routes that are unified on a small scale.
  • the difficult door could be installed on almost all routes technically.
  • Examples of the train information stored in the IC tag on the train side include the door position, the number of vehicles, and the train length.
  • a correspondence table between the train ID and the train information is stored on the control device side, and the movement control of the door pocket and the door body is performed using the train information extracted from the correspondence table. May be performed.
  • a train stop position detection device is provided at the platform, and a deviation of the position of the actually stopped train from the standard stop position is detected.
  • the stop position detection device performs measurement based on the positional relationship between the front end of the platform and the train head (for example, distance measurement using a plurality of cameras). From the actual stop position of the train and the train information, the position of the train door on the platform is known.
  • each door pocket In the platform doors with variable entry / exit positions, the position of each door pocket (the stop position of the door pocket, that is, the door pocket position immediately before opening) is determined according to the type of the corresponding train, and the train stops at the standard stop position. Assuming that, each door pocket moves to a predetermined position. When a shift from the standard stop position is detected by the stop position detection device, each door pocket moves so as to compensate for the shift.
  • the amount of movement of the door body of each door pocket (from 0 to the maximum protrusion amount) is formed so as to form an opening corresponding to the vehicle door corresponding to the type of train corresponding to the vehicle door. And / or the amount of movement of the door pouch itself (between 0 and the maximum protruding amount), and after each door pouch has moved to a predetermined position, the door body or / and the door pouch moves a predetermined amount to open the opening.
  • information on the door position of the next train is acquired in advance, and the door position is moved slowly and gently according to the next train before the train enters.
  • the time for adjusting the door position when the train arrives can be minimized, and unnecessary time can be prevented from being extended unnecessarily.
  • the adjustment of the opening / closing position does not require quickness like opening / closing of the door, and it is sufficient that the door can be moved slowly.
  • the platform door is always moved at a low speed (for example, 40 to 80 mm / s as described later) in a closed state while waiting for a train.
  • a low speed for example, 40 to 80 mm / s as described later
  • the platform door is always moved at a low speed (for example, the platform is reciprocated back and forth in the length direction of the platform and moved toward a predetermined position in accordance with the arrival of the train). The possibility of touching can be reduced, and there is no need to add a warning lamp or a warning sound to notify the danger when moving.
  • the entire platform door moves, so there is a moving body closer to the passenger on the platform than the train.
  • Pleasure, anxiety, discomfort, fear, etc. may occur. These sensations are thought to affect not only speed but also the distance to passengers. For example, if the passenger leaves the platform door or the like while avoiding discomfort or the like, the effective width of the platform is reduced correspondingly, and the space efficiency and the congestion rate may be adversely affected.
  • the present inventors conducted a subject experiment in order to clarify the relationship between the moving speed of the platform door (low-profile platform fence) and the distance to the passenger so as not to cause discomfort to the user. It is suggested that there is an appropriate speed between -80mm / s with relatively little passenger stress. There are many people who wait about 800mm away at the existing home fence, and the average and median values are less than 700mm under all conditions of the experiment, so at this speed, the effective use range of the home will not be extremely narrowed Conceivable.
  • a device for associating a platform door with a variable entry / exit position and a train includes an input unit, a storage unit, a calculation unit, and an output unit, and includes input information from the input unit and / or storage stored in the storage unit.
  • the calculation unit performs a predetermined calculation using the information, and the calculation result is output from the output unit.
  • Each means of the associating device can be configured by a computer, and each step in the present embodiment can be executed by the computer.
  • the platform door with variable entrance / exit position has a predetermined number of units in the length direction on the platform, each of which includes a movable door pocket movable in the length direction of the platform and one or more door bodies. It is comprised by setting.
  • a low-profile unit is disclosed.
  • the height dimension of the unit (door pocket, door) is not limited.
  • the platform door with variable entry / exit position according to the present invention includes a so-called home fence type and a full screen type. The platform door with variable entry / exit position is kept closed when the train stops on the platform and the entrance / exit is open (when entering, passing, departing, waiting).
  • the opening formed between the units is larger than the width dimension of the corresponding entrance and exit. Therefore, when two door bodies on the platform door side correspond to two door bodies on the train side that close the entrance / exit, the width dimension of one door body of the platform door unit is the vehicle. It is larger than the width dimension of one door body of the door.
  • each unit (each door pocket and each door body) is provided with an ID for identifying the M door pockets and the door body of each door pocket.
  • Each unit that is, each door pocket and each door body, is specified by each ID stored in the storage unit.
  • IDs 1, 2, 3, 4, 5, 6,... are assigned to the units (door pockets) in order from the front, ID11 is assigned to the door on the front side of the unit 1, and the door on the rear side of the unit 1. Is assigned ID12. IDs are similarly given to the door bodies after unit 2.
  • the configuration of the platform door with variable entry / exit positions is specified from the basic unit configuration, the total number of units, and the position of each unit (door pocket / door).
  • the state of the entry / exit position variable type home door at a certain time is specified by the position of each unit (door bag / door) constituting the entry / exit position variable type home door.
  • the entry / exit positions can be changed by changing the position of each unit (door / door) according to the different trains that stop on the platform while maintaining the closed state between the platform and the track. It can be variable.
  • each unit door bag / door
  • x (k) for example, the origin of each train is the origin as shown in FIG. 10
  • the actual control specifies the relative coordinate X (k) with respect to the platform (for example, the front end of the platform is the origin as shown in FIG. 10). Is convenient. Actually, there are many cases where the target stop position is determined for each train, and since the detection device for the stop position of the train on the platform is known, if the stop position of the train with respect to the platform is known, the coordinates for the train and The coordinates for the platform can be converted.
  • L 10A is a platform PF length L PF, riding position variable home length of the door PFD L PFD, 3 one heterologous train T 1, T 2, T 3 length L 1, of the L 2, L 3 ( L 1 is the longest) is a diagram showing the relationship.
  • L PF ⁇ L PFD ⁇ L 1 The difference in length between the longest train L 1 and short train L 2 is L 12F + L 12R.
  • the difference between the length L PFD of the boarding position variable platform door PFD and the length of the train L 3 is L PFD3F + L PFD3R .
  • the length of the blank portion to be described later refers to the case of L 12F + L 12R (the difference between the total length of the longest train and the total length of the short train), and the case of L PFD3F + L PFD3R (for example, the existing boarding position variable type home door There is a difference between the total length and the total length of the newly planned train).
  • the difference in length is shown distributed before and after, but actually the distribution before and after the difference differs depending on the stop position of the train and the like.
  • the platform door with variable boarding / exiting position typically has a length corresponding to the entire length of the longest train that stops on the platform. This includes cases where doors are provided.
  • the longest length is the entire platform length.
  • the total length of the platform on which the platform door with variable entry / exit position is installed is stored in the storage unit.
  • the total length of the longest train that stops on the platform is shorter than that platform, and an empty portion of the total platform length—the longest train length (occurring forward and / or backward) occurs on the platform.
  • Such an empty part does not necessarily need to be closed by a platform door with variable entry / exit position, and may be closed by a shield such as a fixed door pocket having a door, a fixed fence without a door, or a fixed wall. .
  • a shield such as a fixed door pocket having a door, a fixed fence without a door, or a fixed wall.
  • a fixed fence (indicated by a dotted line) may be provided on the front side of the door body 11 to fix the coordinates of the front end of the door body 11 (even in this case, the door pocket 1 moves forward while retracting the door body 11. Can be moved to). Or in the unit located in the length direction both ends of the platform door with variable entrance / exit position, you may use as a fixed door pocket provided with the door body by always fixing the position of the door pocket.
  • a platform door having a variable entry / exit position may be provided over the entire length of the platform, and one or more units on the front side and the rear side may be fixed and used as a shield.
  • a fixed door pocket (which may be a fixed fence) is provided at both ends in the length direction of the platform doors with variable entrance / exit positions installed on the platform, and the platform doors with variable entrance / exit positions are arranged between the front and rear fixed door pockets. It can move in the direction.
  • the platform doors with variable entry / exit positions can close the distance between the fixed door pockets, and the doors are opened by determining the positions of the door pockets and door bodies between the fixed door pockets, so that the opening can be adjusted to the train entrance / exit. It can be formed.
  • each unit (door pocket) of the platform position variable type door is the mechanical movable range of the door pocket.
  • Can be affected For example, when each door pocket can reciprocate only within a predetermined range by driving means provided on the rail side, the door pocket cannot move beyond the movable range.
  • driving means provided on the rail side
  • the door pocket cannot move beyond the movable range.
  • the degree of freedom of movement of each door pocket is large except for the limitation that it cannot overlap or overtake the adjacent door pocket.
  • the step of comparing the movement range required for each unit obtained by calculation with the movable range of each unit is included. It will be appreciated by those skilled in the art that it may be provided. Alternatively, it is understood by those skilled in the art that when the mechanical movable range is known, the calculation may be performed using the movable range as a condition for performing the calculation. Therefore, the technical idea of the present invention can also be applied to a unit having a limited movable range.
  • a unit consisting of one door pocket and one or more door bodies has a first posture in which all door bodies protrude from the door pocket to the maximum, and all door bodies are The second posture stored in the door pocket is taken as much as possible.
  • the width dimension of the unit in the first position is referred to as the maximum width dimension
  • the width dimension of the unit in the second position is referred to as the minimum width dimension.
  • the maximum width dimension and the minimum width dimension of the unit are stored in the storage unit.
  • Examples of the configuration of the unit include a type in which the door body projects from both sides of the door pocket, and a type in which the door body projects only from one side of the door pocket.
  • the former mode that is, the basic unit is composed of one door pocket and two door bodies projecting from both sides of the door pocket, as shown in FIG.
  • the maximum width dimension of the basic unit is “a + 2b”. If each door body can be completely retracted into the door pocket, the minimum width dimension of the basic unit is “a”. It will be understood by those skilled in the art that the maximum width dimension and the minimum width dimension of the basic unit are determined according to the specific configuration of the basic unit.
  • Target stand-by position refers to a position immediately before the entrance / exit position variable type platform door forms an opening in accordance with the entrance / exit of a train that has stopped on the platform. Since the position of the entrance / exit of each different train with respect to the platform can be different, the target standby position of each unit is set for each different train. In the platform door with variable entry / exit positions, since both the door pocket and the door body are movable, the target standby position of each unit is determined by the target standby position of the door pocket and the door body of each unit.
  • the target standby position is set in association with the ID for all door pockets / door bodies, and means for detecting the current position of each door pocket / door body is provided.
  • the motor is instructed so that each door bag / door moves to the target standby position before the target dissimilar train stops.
  • the moving distance of each unit between target standby positions corresponding to different trains is set to be within the mechanical movable range of the unit.
  • the train when a certain train that stops on the target platform has N entrances and exits, the train is divided at each entrance and exits, so that one front end portion and N ⁇ 1 intermediate portions are provided. Divide into one rear end region. The front and rear ends of each intermediate part are separated by a dividing line. N-1 IDs for identifying these intermediate parts, front end parts, and rear end parts are assigned. For example, IDs are assigned sequentially from the front of the train.
  • FIGS. 11 to 13 in the drawings of the present application, the left side is the traveling direction, that is, the front side and the right side is the rear side
  • a train having nine entrances D 1 to D 9 is connected to the front end portion.
  • F divided into eight intermediate parts I 1 to I 8 and rear end part R.
  • the length dimensions l 0 to l 9 of each of the N ⁇ 1 intermediate parts I 1 to I 8 , the front end part F, and the rear end part R are stored in association with the IDs of the parts.
  • the length dimension of the front end part F is l 0
  • the length dimensions of the intermediate parts I 1 to I 8 are l 1 to l 8 , respectively
  • the length of the rear end part R is the size is l 9.
  • each section is specified by coordinates with the beginning of the train as the origin, and the length of each part is acquired as a difference in coordinate values.
  • An ID is assigned to each entrance, and the width dimension of each entrance is stored in association with the ID.
  • the entrance / exit included in each of the N ⁇ 1 intermediate parts, the front end part, and the rear end part is stored in association with the ID of each part and the ID of each entrance / exit.
  • the vehicle door is a double door with two doors that can be separated from each other, and each door closes a half of the width direction of the entrance and exit.
  • the vehicle is closed and the vehicle entrance / exit is closed, and the two door bodies are separated to open the entrance / exit.
  • an ID For example, by assigning an ID to each door body, it is possible to identify each entrance and a half of the entrance by using two door IDs.
  • the two door bodies forming the entrance D 1 are designated as D 11 and D 12 in order from the front.
  • the entrance D 1 can be specified by D 11 + D 12
  • the front half of the entrance D 1 can be specified by D 11
  • the rear end of the entrance D 1 can be specified by D 12
  • the two door bodies corresponding to D 2 are the two door bodies corresponding to D 21 , D 22 , and D 3
  • the two door bodies corresponding to D 31 , D 32 , and D 4 are D 41 , D 42, D5 D 51 the two door body which corresponds to, D 52, D6 two door bodies corresponding to D 61, D 62, D7 two door bodies corresponding to D 71, D 72
  • the two door bodies corresponding to D8 are D 81 , D 82
  • the two door bodies corresponding to D9 are D 91 and D 92 , respectively.
  • the entrance / exit means the entrance / exit that is actually opened for the purpose of passenger getting on / off when the train stops on the target platform.
  • the entrance / exit means the entrance / exit that is actually opened for the purpose of passenger getting on / off when the train stops on the target platform.
  • the vehicle with a train equipped with four entrances (vehicle doors) on both cars, when only three of the four entrances are opened when the vehicle stops on a certain platform, it is actually opened.
  • Three entrances and exits are subject to division.
  • Partitioning at each entrance / exit means to partition at a part within the width of the entrance / exit or at an end in the width direction, and the following modes can be exemplified. It divides in the center of the width direction of an entrance / exit (refer FIG. 11).
  • the intermediate portion refers to an area from the center of the entrance / exit to the center of the adjacent entrance / exit. Entrance portions are included in the front end portion and the rear end portion of each intermediate portion.
  • Front end site area corresponding to the portion of the train head to the front half portion D 11 of the vehicle entrance D 1 of the foremost rear end site, the train from the rear half portion D 92 of the last vehicle door opening D 9 This is the area corresponding to the last part.
  • the intermediate portion refers to an area from the rear edge of the entrance / exit to the rear end edge of the adjacent entrance / exit.
  • An entrance / exit is included in the rear end of each intermediate part. Front end site, area corresponding to the portion from the train leading to the rear edge of the vehicle door opening D 1 of the front-most, the rear end portion is the portion from the rear edge of the last vehicle door opening D 9 to the train end It becomes the corresponding area.
  • an intermediate part says the area from the front edge of a boarding gate to the front edge of the next boarding gate.
  • the front end of each intermediate part includes a boarding gate.
  • Front end site area corresponding to the portion from the train leading to the front edge of the vehicle door opening D 1 of the front-most, the rear end portion is the portion from the front edge of the last vehicle door opening D 9 to the train end It becomes the corresponding area.
  • the projecting width dimensions of the two door bodies in the closed posture are the same, the door toe portion of the vehicle door in the closed posture coincides with the center of the opening width of the vehicle entrance / exit, It is the same as partitioning at the center of.
  • the intermediate part may be defined with reference to a position other than the above (part that is not centered within the width) of the entrance / exit.
  • the position in the width direction of the entrance / exit is stored, and the width dimensions of the front side portion and the rear side portion are stored.
  • the width dimensions of the front side portion and the rear side portion are stored.
  • each intermediate portion includes part or all of the entrance / exit.
  • Examples of the “width dimension of the entrance / exit” included in each intermediate portion include the following cases.
  • the “width dimension of the entrance / exit” included in each intermediate part is the total dimension of the widths of the two entrance / exit parts (see FIG. 11).
  • “the width of the door opening,” contained in the intermediate region is the sum of the width dimension of the width dimension and the door D 21 of the door body D 12.
  • both the part of the entrance / exit on one end side and the part of the entrance / exit on the other end side are half the width of the entrance / exit (same width), as a result, they are included in each intermediate portion.
  • the “width dimension of the entrance / exit” is the width dimension (1 ⁇ 2 + 1 ⁇ 2) of one entrance / exit. Or you may partition so that the sum total (for example, 2/5 + 3/5) of the width dimension of the part of the entrance / exit part contained in both ends may become the width dimension of one entrance / exit.
  • the width dimension of each entrance / exit is not necessarily constant. For example, when the train is composed of a mixture of different types of vehicles, the width dimension of the entrance / exit may be different. As an example in which the width dimension of the entrance / exit is different, there is a case where a single door opens and closes a narrow entrance / exit. In FIG.
  • successive intermediate portion I n (length l n), the I n + 1 (length l n + 1), I n the central portion from the central portion of the door opening D n + 1 of the door opening D n, I n + 1 is boarding
  • the central portion of the mouth D n + 1 are partitioned up central portion of the door opening D n + 2, the width of the door opening D n + 1, D n + 2 to the width of the door opening D n are different.
  • the “width dimension of the entrance / exit” included in each intermediate part is the width dimension of the entrance / exit (FIG. 12). 13).
  • the width of the door opening in the intermediate portion is the width of the doorway D 2.
  • the width of the door opening contained in the intermediate portion is the width of the doorway D 1.
  • each intermediate part for example, specified by the door body ID
  • the position (both ends of the intermediate part, the front end, the rear end) and the width dimension are associated with the ID of the intermediate part. And stored in the storage unit.
  • the front end part when the front end part does not include the width dimension of the entrance / exit (FIG. 13), the front end part has a width dimension of the entrance / exit. If the front end part includes the entire width dimension of the entrance / exit (FIG. 12), if the rear end part does not include the width dimension of the entrance / exit (FIG. 12), get on / off the rear end part There are cases where a part of the width dimension of the mouth is included (FIG. 11) and cases where the entire width dimension of the entrance / exit is included in the rear end portion (FIG. 13).
  • the train is not divided into each vehicle door or each vehicle, but is considered by dividing the train from the entrance / exit to the entrance / exit part (intermediate part). Since the intermediate part is set completely independently of the vehicle, there are some parts including a connecting part of the vehicle, and the length of the intermediate part is not constant even in the same train. Then, one or a plurality of units (unit groups) are assigned to each intermediate part. That is, the unit group is made to correspond to the area between the adjacent entrances and exits of the train stopped on the platform. In the description of the present specification, the description will mainly be made based on the mode in which the unit in FIG. 7A corresponds to the partition mode in FIG. 11, but the combination of the train partition mode and the unit configuration mode is not limited. . For example, the unit shown in FIG. 7B may correspond to the partition mode shown in FIGS.
  • the maximum width dimension and the minimum width dimension of the unit are used to associate the unit group with each intermediate portion.
  • the allocation of the unit group to the intermediate part corresponds to each intermediate part using the maximum width dimension, the minimum width dimension of each unit, the length dimension of each intermediate part, and the width dimension of the entrance / exit included in each intermediate part. This is done by obtaining the maximum and minimum number of units.
  • a unit group consisting of a number of units selected from the range of the acquired maximum number and minimum number is assigned to each intermediate part. How to select from the range of the acquired maximum number and minimum number is an item that can be appropriately set by those skilled in the art, and can be instructed in advance as a program.
  • all combinations may be selected and stored in the storage unit in the first stage, and may be narrowed down by applying conditions in a later process.
  • the minimum number or the maximum number may be selected as the initial value.
  • the unit group consisting of the number of units selected from the range of the maximum number and the minimum number can close the area corresponding to the length of the corresponding intermediate part, and the entrance / exit included in the corresponding intermediate part (partially Alternatively, the openings can be formed corresponding to all of them.
  • the maximum number is obtained by dividing the size of each intermediate part-the width dimension of the entrance / exit included in the intermediate part by the minimum width dimension of one unit (rounded down).
  • the minimum dimension for accommodating k units is “k ⁇ minimum width + width dimension of entrance / exit included in intermediate part”.
  • the dimensions of the intermediate portion I n a is l n
  • the width of the entrance of the portion contained in the front side of the intermediate portion I n is d / 2
  • the width dimension of the entrance / exit part included in the rear side is d / 2
  • the minimum width dimension of one unit is a.
  • the minimum dimension l n ′ l n ⁇ d / 2 ⁇ d / 2 for accommodating the maximum number of units, and the maximum number is (l n ⁇ d) / a (decimal point truncation).
  • the intermediate portion I n the unit groups of three units associated. From the state shown in FIG.
  • the unit group consisting of three units can extend the entire length of the unit group by projecting the door body by at least two units at both ends. front entrance portion of that contained in the site I n, the portion corresponding to the portion of the rear side of the door opening can be closed. Further, as shown in FIG. 14 (A), the unit group can be part of the front side of the door opening in the intermediate portion I n, corresponding to the portion of the rear side of the door opening to form an opening.
  • a margin ⁇ is set in advance, and the value obtained by further subtracting ⁇ from the dimension of each intermediate part ⁇ the width of the entrance / exit included in the intermediate part is divided by the minimum width dimension of one unit. May be obtained (decimal point truncation). The value of the margin ⁇ can be appropriately set by those skilled in the art.
  • the minimum number is obtained by dividing the dimensions of each intermediate part by the maximum width dimension of one unit (rounded up).
  • the maximum dimension that can be handled by the k units is “k ⁇ maximum width dimension”.
  • the maximum possible dimension is 10800 mm.
  • the unit group composed of two units associated.
  • Unit group composed of two units from the state shown in FIG. 14 (B), by pulling the at least two units door body at both ends in the door pocket side, the front side the unit group is contained in the intermediate portion I n
  • An opening can be formed corresponding to the entrance / exit part and the rear entrance / exit part.
  • the unit group can closure portion of the front side of the door opening in the intermediate portion I n, the portion corresponding to the portion of the rear side of the entrance.
  • the margin ⁇ may be set in advance, and the value obtained by adding ⁇ to the dimension of each intermediate portion may be divided by the maximum width dimension of one unit (rounded up). The value of the margin ⁇ can be appropriately set by those skilled in the art.
  • the device for assignment of units to intermediate sites is Means for storing a length dimension of an intermediate portion defined between a first lane line at a first entrance / exit of a train and a second lane line at a second entrance / exit located adjacent to the first entrance / exit
  • Means for storing the width dimension of the entrance included in the front end side and / or the rear end side of the intermediate portion Means for storing a maximum width dimension and a minimum width dimension of one unit;
  • Unit number calculating means for calculating
  • the unit number calculating means calculates the maximum number and the minimum number of units corresponding to the intermediate part
  • the unit group assigning means assigns a unit group comprising a number of units selected from the range of the maximum number and the minimum number to the intermediate portion.
  • the maximum width of the unit can also be assigned to the assignment of the unit group (end unit group) to the front end part and the assignment of the unit group (end unit group) to the rear end part. It is possible to perform the same method using the dimension and the minimum width dimension. It should be noted that the assignment of the end unit group may have various modes as compared with the unit group to the intermediate part.
  • the configuration of the end unit group may differ depending on whether or not the area corresponding to the entire length of the front end portion and the rear end portion is closed by the unit.
  • the front end part or the rear end part may be closed with one or more units + another fixed shield.
  • the stop position of the train with respect to the platform Therefore, if there is room on the front side and the rear side on the platform, a plurality of units can be installed beyond the length of the front end portion and the length of the rear end portion.
  • each of the different types of trains that stop at the target platform is associated with each unit of the platform position variable type platform door.
  • Each train that stops on the target platform is given an ID, and for each train, the ID of each intermediate part, front end part, rear end part, each entrance / exit (vehicle door) is set, and These dimensions are stored in association with each ID of each train.
  • each unit (each door bag and each door body) is assigned an ID for identifying each door bag and the door body of each door pocket.
  • Each unit, that is, each door pocket and each door body is specified by an ID stored in the storage unit, and is associated with each intermediate portion, front end portion, and rear end portion of each different train using this ID.
  • the platform door with variable entry / exit position includes a case where only the part of the length of the train that stops on the platform and the track are closed (if some part may be used for some reason, or fixed) When combined with a fence or the like), typically, at least the entire length of the train that stops on the platform and the track are closed.
  • the first unit number corresponding to the length dimension of all the intermediate parts and the second unit number corresponding to the front end part and the rear end part are acquired, and the first unit number and the second unit number are obtained.
  • the total number of units is defined as the total number of units for the platform doors with variable entry / exit positions.
  • the first unit number can be obtained by adding the number of units corresponding to the length of each intermediate part.
  • the first number of units is the number of units that can close the lengths of all intermediate parts of the longest dissimilar train that stops on the target platform.
  • the second unit number is typically the number of units that can close the length of at least the front end portion and the rear end portion, but the front end portion and the rear end in combination with a fixed fence or a fixed wall body, etc.
  • the length of the part may be closed. For example, one unit may be assigned to each of the front end part and the rear end part, and the length dimension of the front end part and the rear end part may be closed by 1 unit + fixed shield (fixed fence or the like).
  • determining the number of units is In the longest train that stops on the platform, by dividing it at each entrance and exit, it is divided into one front end part, a plurality of intermediate parts, and one rear end part, and the length dimensions of each part are obtained, and all intermediate parts are obtained. Determining a first number of units corresponding to a length dimension of Determining a second unit number corresponding at least to the length of the front end portion and the rear end portion; The total number of units is the sum of the first unit number and the second unit number, and these steps are executed by each means constituted by a computer.
  • the maximum number and the minimum number using the maximum width dimension and the minimum width dimension of the unit can be used. Alternatively, the number may be calculated using an average dimension of the maximum width dimension and the minimum width dimension.
  • the first number of units is: In each heterogeneous train that stops on the platform, by dividing at each entrance and exit, dividing into one front end part, a plurality of intermediate parts, one rear end part, and obtaining the length dimension of each part; For each different train, using the maximum width dimension, minimum width dimension of each unit, length dimension of each intermediate part, width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, Obtaining a minimum number; Obtaining a maximum total number of units and a minimum total number in each train by adding a maximum number and a minimum number for each different train; and And determining the overlapping range of the maximum total number and the minimum total number of each different train and setting the number selected from the overlapping range as the first unit number, and these steps are executed by each means constituted by a computer. Is done. For the acquisition of the maximum number and the minimum number, the description in the association can be referred to.
  • the lengths of different types of trains that stop on the target platform are different.
  • the maximum total number and the minimum total number of the short train units are corrected in accordance with the longest train.
  • obtaining a difference in length between the correction target train and the longest train Determining a virtual maximum number and a virtual minimum number of units corresponding to the difference using a minimum width dimension and a maximum width dimension of one unit; Adding the virtual maximum number and the virtual minimum number to the maximum total number and the minimum total number of units in the correction target train, respectively.
  • the difference between the lengths of the correction target train and the longest train is the difference between the lengths of all the intermediate portions of the correction target train and all the intermediate portions of the longest train.
  • the total length of each train and the dimensions of each part of each train are stored in the storage unit, and a difference in length can be calculated using a part or all of these.
  • the length difference may be calculated in advance and the length difference may be stored in advance.
  • the ratio of the total length of the longest train and the correction target train may be multiplied by the maximum total number and the minimum total number of units in the correction target train.
  • the first unit number is the minimum total number of units in the overlapping range. Constructing a platform door with a variable number of entry / exit positions from a smaller number of units reduces the manufacturing and management costs of the platform doors with a variable entry / exit position and simplifies the control of each unit by simplifying the configuration. It can be carried out.
  • the overlapping range of the unit maximum total number and the minimum total number of each different train is obtained, and the number selected from the overlapping range is set as the first unit number.
  • the first unit number The maximum total number and the minimum total number of the second unit number are obtained and stored, the overlapping range of the maximum unit number and the minimum total number of each different train is obtained, and the number selected from the overlapping range is determined as the total unit.
  • the total number may be used.
  • the length of the front end part, the length of the rear end part, the maximum width dimension of the unit, the maximum number using the minimum width dimension, and the minimum number are used to calculate the first unit number. You may calculate similarly to the number of units. In this case, as described above, the correction based on the difference in train length can be performed before obtaining the overlapping range of the total number between the trains.
  • the first unit number may be determined based on only the longest train. Specifically, the first unit number is In the longest train of each heterogeneous train that stops on the platform, by dividing at each entrance, it is divided into one front end part, a plurality of intermediate parts, one rear end part, and the length dimension of each part is obtained, In the longest train, using the maximum width dimension, minimum width dimension of each unit, the length dimension of each intermediate part, and the width dimension of the entrance / exit included in each intermediate part, the maximum number of units corresponding to each intermediate part, the minimum Get the number In the longest train, the maximum number and the minimum number are obtained by adding the maximum number and the minimum number, respectively, and the number of units selected from the range of the maximum unit number and the minimum unit number is set as the first unit number.
  • the second unit number has a length corresponding to at least the longest train total length of the platform door composed of a predetermined number of units that is the sum of the first unit number and the second unit number, and The number of home doors made up of a predetermined number of units is determined so as to fit within the platform length.
  • the arrangement of the units includes (1) an allocation step for each unit, and (2) a step for determining a target standby position for each allocated unit.
  • [C-4-1] Assignment of each unit to each part of each train Each unit is assigned to the middle part, front end part, and rear end part of each train. By this operation, a unit group and an end unit group are allocated to each intermediate part, front end part, and rear end part of each train. Specifically, the ID of each intermediate part, front end part, and rear end part of each train is associated with each unit (door bag, door body) ID and stored in the storage unit.
  • a unit of the first unit number is allocated to each intermediate part of each vehicle door.
  • the maximum number and the minimum number corresponding to each intermediate portion of each train stored when determining the number of units can be used.
  • the maximum number and the minimum number are the upper and lower limits of units that can be assigned to the intermediate part.
  • the step of assigning a unit group to each intermediate part is performed by assigning units of the first number of units out of the total number of units. Assigning a minimum number of units corresponding to each intermediate site to each intermediate site; When an extra unit occurs, allocating the extra unit in order from the largest length of the intermediate portion; These steps are executed by each means constituted by a computer. At this time, the maximum number stored corresponding to each intermediate portion is not exceeded.
  • the extra unit when an extra unit that has not been assigned to the intermediate part in the unit of the first unit number occurs, the extra unit is assigned to the front end part and / or the rear end part. .
  • the lengths of different types of trains that stop on the target platform are different.
  • a part of the number of units of the first unit number is assigned to each intermediate part.
  • the “partial number of the first unit number” may be determined before the assignment, and the number in that case can be appropriately determined by those skilled in the art. For example, using the minimum total number of short trains, calculate the number of empty parts by dividing the difference from the longest train by the average of the maximum and minimum dimensions of the unit, and subtract the number of empty parts from the number of first units. For example, the number obtained by multiplying the first unit number by the ratio of the longest train to the short train may be used.
  • the total obtained as a result of assigning the number of units within the range from the maximum number to the minimum number corresponding to each intermediate part may be “a part of the number of first units”.
  • the extra units that are not assigned to the intermediate part in the unit of the first unit number are assigned to the difference from the longest train (blank part), the front end part and / or the rear end part. become.
  • the platform door with variable entry / exit position is the space corresponding to the entire length of the short train and the blank on the platform.
  • the part (caused by the difference between the length of the longest train and the short train) needs to be closed, and the unit needs to correspond to the blank part.
  • the platform door is configured such that a portion corresponding to the entire length of the train is closed by the platform door, and each middle portion of each train is assigned a unit group,
  • a unit group corresponding to the blank portion that is the difference in length from the longest train is assigned, and the number of units corresponding to the length of the front end portion is assigned to the front end portion of each train.
  • An end unit group including units is assigned, and an end unit group including a number of units corresponding to the length of the rear end portion is assigned to the rear end portion of each train.
  • FIG. 15 (E) shows the opening width d on the platform door side when the train entrance / exit is fully open and an opening is formed between adjacent units k, k-1 corresponding to the entrance / exit.
  • the difference (r k ⁇ 1 , ⁇ k ) between the opening width d ′ on the platform door side and the corresponding opening width d of the entrance / exit is called an opening margin.
  • the conditions required for these are d ′ ⁇ d, r k ⁇ 1 ⁇ 0, and ⁇ k ⁇ 0.
  • rk -1 is a front end portion of an opening formed between the k-1th unit and the kth unit (in the illustrated example, the rear end portion of the door pocket of the k-1th unit). And the corresponding front end of the entrance / exit.
  • ⁇ k is the rear end of the opening formed between the k ⁇ 1th unit and the kth unit (in the illustrated example, the front end of the door of the kth unit) and the rear of the entrance / exit The distance from the side end.
  • each entrance is located within the opening width formed between adjacent unit groups” means that the front and rear end portions of the formed opening and the front and rear end portions (width direction end portions) of the entrance and exit are formed.
  • the intermediate portion is closed by the unit group at the target standby position, and the door body positioned on the front end side and / or the rear end side of the unit group in the closed posture is the intermediate portion.
  • the target standby position determination means corresponds to the projection dimension of the door body at the target standby position (in one aspect, the maximum projection dimension b is not limited thereto) (that is, is closed by the door body). Should have means for comparing the width of the part (part or all) of the entrance / exit, and if the projecting dimension of the door body is larger than the width of the part of the entrance / exit to be closed, an opening margin can be formed It is.
  • the target standby position of the door pocket and door body of each unit is The length dimension of each unit group at the target standby position matches the length dimension of the corresponding intermediate part, By moving only the door body from the target standby position, it is determined so that each entrance is located within the opening width formed between adjacent unit groups.
  • the target standby position is determined by determining the position of the unit distributed to each part so that the margin of the opening of the unit with respect to the vehicle entrance / exit is maximized in each part.
  • the unit minimum width dimension (door pocket width dimension) is a
  • the intermediate part is l (n)
  • the entrance / exit part included in the front part of the intermediate part is The dimension is d / 2
  • the dimension of the entrance / exit part included on the rear side of the intermediate part is d / 2.
  • the distance between the rear side end of the front entrance of the intermediate part and the front side end of the front door of the front unit is ⁇
  • the rear end of the front door of the front unit and the rear unit The distance between the front end of the door and the front end of the doorway of the rear unit and the rear end of the rear door of the rear unit is ⁇ .
  • Increasing the opening margin is to increase the distance between ⁇ and ⁇ .
  • the upper limit of ⁇ is the maximum protrusion dimension b of the door body-the width dimension d / 2 of the entrance / exit part to be closed by the door body. That is, 0 ⁇ ⁇ ⁇ b ⁇ d / 2. The same can be considered for ⁇ .
  • each door is projected evenly by ⁇ / 2.
  • 15 (C) and 15 (D) has the maximum opening margin, and the position of each unit (door bag, door) within the range of the opening margin that does not cause a problem in actual use. Can be adjusted.
  • Information necessary for the position adjustment is the distance that the door can protrude from the target standby position in each unit of each different train and the distance that can be stored.
  • the opening margins for all the entrances and exits may be compared and the position may be adjusted so that the opening margin is as uniform as possible.
  • the setting of the opening margin can be influenced by the partition mode of the train. The above example is based on the partition mode shown in FIG. 11, but considering the same unit, for example, the partition mode of FIG. 13 can take a value in the range of 0 ⁇ ⁇ ⁇ b.
  • the unit of FIG. 7 (B) can be made to respond
  • the range covered by the unit group at the target standby position may or may not match the corresponding intermediate part.
  • the opening range may be moved forward or backward from a position where the range covered by the unit group at the target standby position coincides with the corresponding intermediate part (or the train stop position may be shifted forward or backward).
  • the platform door with variable entry / exit position will be located at the part corresponding to the full length of the short train and the blank part on the platform. It is also necessary to determine the target standby position of each corresponding unit (door bag and door body). The unit corresponding to the blank portion does not need to be opened according to the entrance and exit, and the position may be determined so that the closed state is maintained. Moreover, you may move, maintaining a closed state.
  • the target standby positions of the door pocket and the door body are acquired with coordinates based on the train for each train.
  • the tip of the train is the origin, but the tip is not necessarily the origin.
  • a target stop position of each train on the platform is given, and the target standby position is acquired by coordinates with reference to the platform.
  • the front end of the platform is the origin, but the front end is not necessarily the origin.
  • the method includes a step of calculating a difference (movement distance) of the target standby position of each door pocket corresponding to a different type of train that stops on the platform, and when the mechanical movable range of the door pocket is set, Compare each travel distance and range of motion. That is, there is provided means for determining whether the obtained movement distance between the target standby positions is within the movable range.
  • the home door can correspond to each different type of train. Further, the difference between the movable range and the required moving distance is the distance that the platform door can overrun. When the required distance of the unit (door pocket) is out of the movable range of the door pocket, all or part of the configuration determining step is repeated. Or it respond
  • the target standby position of each unit (door bag and door) is different for each type of different trains. That is, all or some of the units need to move depending on the train that stops on the platform. It will be appreciated by those skilled in the art that the target standby position for each unit of each heterogeneous train can be optimized. Optimization is the adjustment of the target standby position according to the purpose. For example, if the purpose is to shorten the moving time, the target standby position is adjusted so that the moving time of the unit is shortened.
  • a unit (door pocket) having the largest difference in the target standby position (longest movement distance) or a plurality of units having the largest movement distance are specified in descending order, and the movement distance of one or a plurality of units (door pockets) having a large movement distance.
  • the target standby position is adjusted so that becomes smaller. If the purpose is to shorten the total travel distance (energy saving), the total travel distance of each unit (door pocket) between different trains on the target platform for a predetermined period (for example, 1 day) is the target standby position for each different train of each unit. And the target standby position for each different train is optimized so that the total movement amount is minimized. When considering the overall energy efficiency, it is necessary to consider the stopping frequency of each train and the order of stopping.
  • the following can be exemplified as variables to be considered in optimizing the target standby position.
  • A Difference in target standby position (movement distance) and movement direction of each unit (doorbag) for each different train The movement distance of each unit (doorbag) is based on the platform for each different train (doorbag). It can be obtained from the coordinates of the target standby position.
  • B Longest travel distance and unit (door pocket) The unit (door pocket) having the longest moving distance can be identified from (a).
  • (C) Average or total travel distance can be calculated from (a).
  • D Front opening margin and rear opening margin in each part of each different train Obtained from the target standby position of each unit.
  • E Protrusable distance and stowable distance of the door body from the target standby position in each unit of different trains Obtained from the target standby position (the position of the door pocket and the position of the door body) of each unit.
  • the following methods and combinations thereof can be considered.
  • the position of the door pocket / door body is adjusted so that the closed state can be maintained and the necessary opening margin can be secured in order to shorten the moving distance.
  • the unit having the longest moving distance, the unit that has the longest moving distance, and the unit that has the longest moving distance the distance that can be projected from the target standby position of the unit adjacent to the unit (either or both of the front and rear units)
  • the target standby position is changed in a direction in which the movement distance can be shortened by using an opening margin related to the unit adjacent to the unit.
  • the movable range (mechanical) of each unit is also determined.
  • a platform door with a variable entry / exit position is installed on a certain platform, it is considered to be a length that can accommodate the longest train including a train that can stop in the future. A case will be described in which the total length is shorter than the total length of the platform position variable type home door installed on the platform.
  • a device that determines whether a platform position variable type door installed on a platform can be applied to a new type of train Stores the length dimensions of one front end part, M-1 intermediate part, and one rear end part obtained by dividing a new heterogeneous train having M entrances and exits at each entrance and exit. Means, Means for storing the width dimension of the entrance / exit included in each part of the new heterogeneous train; Means for storing the total number of units (the number of units corresponding to LPFD in FIG.
  • Means for calculating the minimum number Means for storing the maximum number and the minimum number of units corresponding to each calculated part; Means for obtaining the maximum total number and the minimum total number of units of the new heterogeneous train by adding the maximum number and the minimum number of units corresponding to each part, Means for determining whether or not the total number of units of the existing platform door is within the range of the maximum total number and the minimum total number of units of the new heterogeneous train; It has. After it is determined that the platform position variable type platform door can be introduced into a new heterogeneous train, the configuration corresponding to the new heterogeneous train using the unit group allocation means and the target standby position determination means of the associating device is configured. Can be determined.
  • a unit may be added to the platform position variable type platform door, and the association may be redone for all trains including new heterogeneous trains. If the total length of the new heterogeneous train is longer than the total length of the platform position variable type platform door, it is possible to apply the existing platform position variable platform door corresponding to some of the entrances and exits of the new heterogeneous train It is. It is also possible to install additional units in line with long new heterogeneous trains. In that case, additional units can be installed by taking the difference between the minimum total number of new heterogeneous trains and the total number of units of existing platform doors with variable entry / exit positions.
  • FIG. 16A illustrates the overall flow of determining the configuration of the platform position variable type home door (the present invention is not limited to that shown in FIG. 16A).
  • Step 2 The overlapping range K max , K min of the total number of units obtained by adding the maximum number K max (i) and the minimum number K min (i) corresponding to each intermediate part of each train for each train is acquired.
  • calculate the temporary maximum number and minimum number that can be closed and add to the maximum unit number K max (i) and the minimum number K min (i). .
  • an average value of the maximum width dimension and the minimum width dimension of the unit can be used.
  • Step 3 The minimum number K min is selected from the overlapping range of the total number of units of each train, and the units are allocated to each intermediate part for each train. The number of units K (i, n) corresponding to all intermediate sites is obtained.
  • Step 4 The target standby position of the unit is determined at each intermediate part.
  • the opening margin of the opening of the platform door with respect to the entrance / exit of the train is made uniform on the left and right (front side, rear side) of the entrance / exit.
  • the left and right opening margins are maximized (b-0.5 dn).
  • the opening margin is (b-0.5dn) or more
  • the dimension (ln-Ka-2b) is ensured by the protrusion of the door body in order to maintain the closed state at the target standby position.
  • the door protrusion size of each door body is (ln-Ka-2b) / 2.
  • step 4 the target standby position x (k) of each unit is determined for each train.
  • step 5 Here, in consideration of the platform door being overrun (movable forward from the target standby position), the units are allocated to the empty portions. It is also necessary to determine the target standby position of the unit in the empty part.
  • Step 6 Step 6 is not necessarily after Step 5, and Step 6 can be executed after Step 4. By setting the target stop position with respect to the platform of each train, the position X (k) of each unit of the platform door relative to the platform is determined.
  • Step 1 Determining the number of units For each train, the “front end part” that is the head side of the door closest to the head, a plurality of “intermediate parts” sandwiched between the doors, the last door We will divide the study into three parts, the “rear end part” immediately behind.
  • the minimum number / maximum number (maximum number / minimum number) of units that can be placed in each intermediate part is obtained.
  • the minimum number is the minimum number that can be closed between the center of the train doors located before and after the middle part with the unit fully extended, and the maximum number is before and after the middle part when the unit stores the door. It is calculated as follows from the maximum number that can be arranged without hanging on the train door.
  • the door bag body may be moved from the front of the crew room door to enable boarding / exiting (FIG. 17). This can be dealt with by actual control during operation.
  • the range covered by the foremost unit is referred to as “corrected front end part” for the sake of convenience, and is distinguished from “front end part”.
  • blade part when the train lengths are different, there is a part (hereinafter, “blank part”) where the longest train stops but the short train does not stop. That part must also be lined up and closed. Therefore, the minimum and maximum number of units required for this purpose are calculated in the same way.
  • the sum of the minimum and maximum numbers of each intermediate part, front end part / rear end part, and blank part for each train is the minimum and maximum number of units required for the train.
  • the number between the minimum and maximum numbers of all trains is the number of units required for this home. If there are a plurality of calculated numbers, the smallest one can be selected in consideration of economic efficiency.
  • Step 2 Determination of unit arrangement Once the number of units to be arranged on the home is decided, it is next decided how many units are arranged in each part of each train. In order to avoid unnecessarily extending the distance that units move between trains, consider placing them on average. For this purpose, first, the blank part and the other parts are proportionally distributed by length. However, if the balance is poor in proportional distribution, about ⁇ 2 pieces may be exchanged with the blank part. The front end part, the rear end part, and each intermediate part are arranged in the order of the parts with the largest remaining dimensions after arranging the minimum number. When the number of each part is determined, the standby position of each unit is determined. The position is expressed by the distance coordinate from the head of each train.
  • the basic idea is to open as much as possible in front of the train door. This is to secure a range of fine correction by the home shape or the like in Step 3 and to easily absorb an error in the stop position of the train in practical use. Up to this point, it has been a principle that the summing part of the left and right unit doors comes to the center of the train door. You may consider shifting.
  • Step 3 Determination of the position on the platform Finally, the standby position of each unit is dropped onto the platform according to the target stop position on the platform of each train. At the same time, the standby coordinates are corrected depending on the curvature of the track and the state of the cant, and the physical and mechanical arrangement is confirmed from the distribution of the standby positions and the operating range.
  • the target stop position of each train may be determined in advance according to the position of a ticket gate, a staircase, or the like, or the most appropriate one can be selected by considering a plurality of temporarily determined positions. For example, options such as minimum movement time (minimization of the maximum value of unit movement) and minimum movement energy (minimization of total movement) are conceivable.
  • the method for closing the front and rear end portions of the platform before and after the longest train is also determined. If a fixed position stop device is equipped, a simple fixed fence is sufficient. When dealing with overruns or stopping in front, this unit may be added and arranged, for example, a normally closed movable fence that expands and contracts in a bellows shape may be installed. It is necessary to keep track of. If an appropriate result is not obtained, it is necessary to select another plan for the number of distributions and the standby position determined in step 2 and repeat the above confirmation.
  • Step 1 Determination of the number of units [Train 1] has two minimum and maximum numbers in all intermediate parts, one in the front and rear parts, and zero in the blank part because it is the longest train. Therefore, the required number of units is one of 32. [Train 2] has a range of numbers in each part, and the total number is 25 to 44. Similarly, [Train 3] is 26 to 44. Accordingly, only one of the 32 trains is common to the three trains, and the number of units is determined to be 32 (FIG. 18).
  • Step 2 Determination of unit arrangement Since there is only one way in [Train 1], the arrangement is automatically determined.
  • the blank area of 22.80m is equivalent to 8.9 units in the ratio from the total length, but according to the principle of one 20m car, 8 units are rounded down to a minimum of 8 and the remaining 24 units are 3 vehicles. To cover. Evenly distribute the remaining 6 items minus the minimum of 18.
  • Step 3 Determining the position on the platform For the target stop position of each train, [Train 1], which is the longest, is set at a position 5 m from the front end of the platform, and [Train 2] and [Train 3] are there The position was lowered 10m behind (Fig. 5). According to this condition, the blank part is divided into a front part and a rear part of the train, and the number of units is allocated according to the dimensions. Incidentally, in this example, the unit with the largest moving range was 2480 mm.
  • the total amount of movement was 26660mm for [Train 1] ⁇ ⁇ [Train 2], 20250mm for [Train 1] ⁇ ⁇ [Train 3], and 28520mm for [Train 2] ⁇ ⁇ [Train 3]. These are values for the determined target stop position, and there are separate target stop positions that optimize the above numerical values.
  • the dimensions of the front end part and the rear end part in FIG. 17 are the dimensions of the corrected front end part and the corrected rear end part in FIG. As a result, the dimension of the blank part is also corrected.
  • the present invention can be used for determining the configuration of a platform door with variable entrance / exit position installed on a platform and determining whether an existing platform with variable entrance / exit position can be used for a new train.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
PCT/JP2011/075680 2010-12-03 2011-11-08 乗降位置可変型ホームドアの列車への対応付け装置及び乗降位置可変型ホームドアの構成決定装置 WO2012073658A1 (ja)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020137014125A KR101427058B1 (ko) 2010-12-03 2011-11-08 승강 위치 가변형 홈 도어의 열차에의 대응짓기 장치 및 승강 위치 가변형 홈 도어의 구성 결정 장치
CN201180057880.0A CN103237708B (zh) 2010-12-03 2011-11-08 上下车位置可变型站台门与列车的联系建立装置以及上下车位置可变型站台门的结构决定装置

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JP6934799B2 (ja) * 2017-10-19 2021-09-15 株式会社京三製作所 戸袋移動型ホーム柵システム
JP6934798B2 (ja) * 2017-10-19 2021-09-15 株式会社京三製作所 車両扉位置検知装置
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CN111547071B (zh) * 2020-05-25 2021-07-06 成都唐源电气股份有限公司 一种开门位置可调的高铁站台门
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WO2017195185A1 (en) * 2016-05-09 2017-11-16 Tal Leizer Train platform located security system
JP2019514768A (ja) * 2016-05-09 2019-06-06 ライザー，タル 列車プラットホーム配置型安全システム
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CN113222298A (zh) * 2021-06-10 2021-08-06 中铁二院工程集团有限责任公司 基于确定车型的站台门配置方法及站台门
CN113222298B (zh) * 2021-06-10 2023-04-14 中铁二院工程集团有限责任公司 基于确定车型的站台门配置方法及站台门
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