JP5940959B2 - Movable fence system - Google Patents

Description

  The present invention relates to a movable fence system that partitions a track space where a vehicle travels and stops and a standby space used for standby of the vehicle.

  Passengers waiting for the train gather on the platform. The train enters a track space adjacent to the waiting space on the platform. Passengers can board a stopped train adjacent to the platform.

  In order to protect passengers on the platform, a movable fence system that partitions the standby space and the track space may be installed on the platform. The movable fence system typically includes a plurality of door portions. When the train stops, the door of the movable fence system and the train entrance are opened, and passengers can get off the train. Moreover, the passenger on a platform can board a train (refer patent document 1).

  The movable fence system is located proximate to the edge of the platform. As a result of the proximity of the movable fence system to the edge of the platform, passengers on the platform are less likely to enter the gap between the movable fence system and the edge of the platform. Therefore, the movable fence system can appropriately protect passengers on the platform.

JP 2012-116449 A

  While the train is stopped, the conductor may be required to work on the platform. For example, an operator who controls the vehicle (for example, a driver or a conductor) needs to visually check the passenger boarding / exiting on the platform and determine the appropriate timing to close the door of the movable fence system and the train entrance. is there. The proximity arrangement of the movable fence system to the edge of the platform may hinder the operator's movement and work.

  An object of this invention is to provide the movable fence system which hardly interferes with the operation | work relevant to operation of a vehicle.

  A movable fence system according to an aspect of the present invention waits for a vehicle, a track space into which a vehicle having a vehicle door that opens and closes an operation room, a passenger door formed adjacent to the vehicle door, and the vehicle enters. And the standby space used for the. The movable fence system includes a first door unit disposed adjacent to the vehicle door when the vehicle stops, and the track space in front of the passenger door in cooperation with the first door unit. A partition mechanism including a second door pocket unit that partitions the standby space; a control unit that controls the partition mechanism; and an operation unit that is attached to the first door pocket unit to give an instruction to the control unit. Prepare. The control unit controls the partition mechanism, the first door pocket unit and the second door pocket unit are separated from each other, and the first arrangement pattern that releases the partition in front of the vehicle door and the passenger door, and the first A second arrangement pattern in which two door-bag units partition the front of the passenger door, and the first door-bag unit is separated from the second door-bag unit in front of the vehicle door, and the partition in front of the vehicle door is released; , Control to produce sequentially.

  According to the above configuration, the second door pocket unit cooperates with the first door pocket unit disposed adjacent to the vehicle door to partition the track space and the standby space in front of the passenger door. , Properly partitioned from the orbital space. As a result, passengers present in the waiting space are appropriately protected.

  A partition mechanism produces a 1st arrangement pattern and a 2nd arrangement pattern one by one using a 1st door pocket unit and a 2nd door pocket unit under control of a control part. When the partition mechanism forms the first arrangement pattern, the first door pocket unit and the second door pocket unit are separated from each other to form a gap. As a result, the partition in front of the vehicle door and the passenger door next to the vehicle door is released. Therefore, the operator in the operation room and the passengers in the vehicle can smoothly move from the vehicle to the standby space. Since the first door pocket unit and the second door pocket unit are largely separated from each other, the operator can smoothly perform various operations inside and outside the vehicle. When the partition mechanism forms the second arrangement pattern, the second door pocket unit partitions the front of the passenger door of the stopped vehicle. Therefore, the 2nd door bag unit can restrict a passenger's getting on and off appropriately. During this time, since the first door-bag unit is separated from the second door-bag unit in front of the vehicle door, the operator can perform various operations inside and outside the vehicle even while the second door-bag unit restricts passengers getting on and off. Business can be continued. Therefore, the movable fence system hardly disturbs work related to the operation of the vehicle.

  In the above configuration, the first door pocket unit includes a first housing, a first protruding position protruding from the first housing toward the second door bag unit, and a first retracted position retracted to the first housing. A first main door portion that is displaced between the first main door portion and the first main door portion. When the vehicle stops, the first main door portion may be disposed at the first protruding position. The partition mechanism is configured to displace the first main door portion to the first retracted position under the control of the control unit, and to move the first housing in a first direction away from the second door pocket unit. The first arrangement pattern may be created by displacing the first housing.

  According to the said structure, when a vehicle stops, the 1st main door part is arrange | positioned in the 1st protrusion position which protruded toward the 2nd door pocket unit from the 1st housing | casing, and the 1st housing | casing is Since it is arranged in front of the vehicle door, the first door pocket unit can appropriately partition the standby space from the track space over a long section in cooperation with the second door pocket unit. When the partition mechanism creates the first arrangement pattern under the control of the control unit, the first main door portion is displaced to the first retracted position. Further, the first housing is displaced in the first direction and is separated from the second door pocket unit. After the change to the first arrangement pattern, a wide space is formed between the first door pocket unit and the second door pocket unit, so that the operator can smoothly perform various operations inside and outside the vehicle. It can be carried out.

  In the above configuration, the second door pocket unit includes a second housing, a second protruding position protruding from the second housing toward the first door bag unit, and a second retracted position retracted to the second housing. A second main door portion that is displaced between the first main door portion and the second main door portion. When the vehicle stops, the second main door portion may be disposed at the second protruding position. The partition mechanism may create the first arrangement pattern by displacing the second main door portion to the second retracted position under the control of the control unit.

  According to the above configuration, when the vehicle stops, the second main door portion is arranged at the second protruding position protruding from the second housing toward the first door pocket unit. In cooperation with the first door pocket unit, the standby space can be appropriately partitioned from the track space over a long section. When the partition mechanism creates the first arrangement pattern under the control of the control unit, the second main door portion is displaced to the second retracted position. After the change to the first arrangement pattern, a wide space is formed between the first door pocket unit and the second door pocket unit, so that the operator can smoothly perform various operations inside and outside the vehicle. It can be carried out.

  In the above configuration, the partition mechanism is configured to displace the second housing in the first direction and displace the second main door portion to the second protruding position under the control of the control unit. The second arrangement pattern may be created.

  According to the above configuration, when the partition mechanism creates the second arrangement pattern under the control of the control unit, the second housing is displaced in the first direction. Further, the second main door portion is displaced to the second protruding position. Therefore, the 2nd door bag unit can restrict a passenger's getting on and off appropriately.

  In the above configuration, the first door pocket unit may be stationary while the second arrangement pattern is created.

  According to the above configuration, since the first door pocket unit is stationary while the second arrangement pattern is created, the operator can safely perform various operations inside and outside the vehicle.

  The said structure WHEREIN: The said partition mechanism may also contain the 3rd door pocket unit arrange | positioned next to the said 2nd door pocket unit. The third door-bag unit may partition the track space and the standby space in cooperation with the second door-bag unit disposed between the first door-bag unit and the third door-bag unit. The second door pocket unit is a sub-door that is displaced between an exposed position exposed from the second housing on the side opposite to the second main door portion and a housing position accommodated in the second housing. Part may be included. In response to the displacement of the second housing in the first direction, the sub-door portion is displaced from the accommodation position to the exposed position, and the orbital space and the standby space cooperate with the third door pocket unit. And may be partitioned.

  According to the above configuration, the third door-bag unit cooperates with the second door-bag unit disposed between the first door-bag unit and the third door-bag unit to partition the track space and the standby space. Is properly partitioned from the orbital space over a long section. In response to the displacement of the second housing in the first direction, the sub door is displaced to the exposed position. Since the partition by the 2nd door pocket unit and the 3rd door pocket unit is maintained while the 2nd arrangement pattern is created, the passenger who exists in waiting space will be protected appropriately by a partition mechanism.

  The said structure WHEREIN: When the said vehicle stops, the said subdoor part may be arrange | positioned in the said exposure position. The partition mechanism is configured to displace the second housing in a second direction opposite to the first direction under the control of the control unit, and to displace the sub door to the accommodation position. The first arrangement pattern may be created.

  According to the said structure, when a partition mechanism produces a 1st arrangement pattern under control of a control part, a subdoor part is displaced to an accommodation position. Therefore, the second housing can be displaced in the second direction over a wide section without substantially affecting the third door pocket unit. As a result, since the second door pocket unit is largely separated from the first door pocket unit, the operator can smoothly perform various tasks inside and outside the vehicle.

  In the above configuration, the partition mechanism includes a third casing, a third protruding position protruding from the third casing toward the second door pocket unit, and a third retracted position retracted to the third casing. A third door pocket unit having a third main door portion that is displaced in between may be included. The third door-bag unit may partition the track space and the standby space in cooperation with the second door-bag unit disposed between the first door-bag unit and the third door-bag unit. In response to the displacement of the second casing in the first direction, the third main door portion is displaced from the third retracted position to the third protruding position, and cooperates with the second door pocket unit. The orbital space and the standby space may be partitioned.

  According to the above configuration, the third door-bag unit cooperates with the second door-bag unit disposed between the first door-bag unit and the third door-bag unit to partition the track space and the standby space. Is properly partitioned from the orbital space over a long section. In response to the displacement of the second housing in the first direction, the third main door portion is displaced from the third retracted position to the third protruding position. Since the partition by the 2nd door pocket unit and the 3rd door pocket unit is maintained while the 2nd arrangement pattern is created, the passenger who exists in waiting space will be protected appropriately by a partition mechanism.

  The said structure WHEREIN: The said operation part may be attached to a said 1st housing | casing.

  According to the above configuration, since the operation unit is attached to the first housing disposed in front of the vehicle door, an operator in the operation room can easily operate the operation unit.

  In the above configuration, the first housing may include a facing surface facing the vehicle. The operation unit may be exposed from the facing surface.

  According to the above configuration, since the operation unit is exposed from the facing surface facing the vehicle, an operator in the operation room can easily operate the operation unit.

  The said structure WHEREIN: The said operation part may include the 1st operation part attached to the said 1st housing | casing, and the 2nd operation part attached to the said 1st main door part.

  According to the above configuration, since the first operation unit is attached to the first housing and the second operation unit is attached to the first main door, regardless of the displacement of the first housing and the first main door, An operator can easily operate the operation unit.

  The said structure WHEREIN: The said operation part may be formed relatively displaceable with respect to a said 1st housing | casing.

  According to the above configuration, since the operation unit is displaced relative to the first housing, the operator can easily operate the operation unit from the operation room even after the first arrangement pattern is created. can do.

  In the above-described configuration, if the operation unit is operated after the second arrangement pattern is created, the control unit controls the partition mechanism and moves the first main door unit to the first protruding position. It may be displaced to.

  According to the said structure, the 1st main door part is displaced to the 1st protrusion position by operation to the operation part after the 2nd arrangement pattern is produced. As a result, the first door pocket unit can appropriately partition the standby space from the track space in cooperation with the second door pocket unit.

  The movable fence system according to the present invention hardly disturbs work related to the operation of the vehicle.

It is a block diagram showing roughly the hardware constitutions of a movable fence system. It is the schematic of the movable fence system shown by FIG. It is a schematic perspective view of the door pocket unit of the movable fence system shown by FIG. It is another schematic perspective view of the door pocket unit of the movable fence system shown by FIG. It is the schematic of the movable fence system shown by FIG. It is a schematic block diagram showing the electric power feeding path | route to the door pocket unit shown by FIG. It is a schematic block diagram showing the functional structure of the movable fence system shown by FIG. It is a schematic conceptual diagram of the arrangement pattern data memorize | stored in the memory | storage part of the movable fence system shown by FIG. It is a schematic conceptual diagram of the arrangement pattern data memorize | stored in the memory | storage part of the movable fence system shown by FIG. It is a schematic conceptual diagram of the reference position data memorize | stored in the memory | storage part of the movable fence system shown by FIG. It is a schematic conceptual diagram of the present position data memorize | stored in the memory | storage part of the movable fence system shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is a schematic perspective view of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is a schematic block diagram showing the functional structure of the movable fence system of 2nd Embodiment. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is a schematic block diagram showing the functional structure of the movable fence system of 3rd Embodiment. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is a schematic block diagram showing the functional structure of the movable fence system of 4th Embodiment. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is the schematic of the arrangement pattern of the door pocket unit shown by FIG. It is a schematic block diagram showing the functional structure of the movable fence system of 5th Embodiment. It is a schematic perspective view of the door pocket unit of the movable fence system shown by FIG. FIG. 34 is a schematic arrangement view of a door pocket unit of the movable fence system shown in FIG. 33. FIG. 34 is a schematic arrangement view of a door pocket unit of the movable fence system shown in FIG. 33. It is a schematic block diagram showing the functional structure of the movable fence system of 6th Embodiment. It is a schematic perspective view of the door pocket unit of the movable fence system shown by FIG. FIG. 38 is a schematic layout diagram of a door pocket unit of the movable fence system shown in FIG. 37. FIG. 38 is a schematic layout diagram of a door pocket unit of the movable fence system shown in FIG. 37.

  Hereinafter, an exemplary movable fence system will be described with reference to the drawings. Note that terms used in the following description to indicate directions such as “up”, “down”, “left”, and “right” are merely for the purpose of clarifying the description. Therefore, these terms do not limit the principle of the movable fence system.

<First Embodiment>
(Movable fence system)
FIG. 1 is a block diagram schematically illustrating a hardware configuration of the movable fence system 100. With reference to FIG. 1, the movable fence system 100 is demonstrated.

  FIG. 1 shows the standby space, the orbit space, and the boundary line BL between the standby space and the orbit space. The standby space is a space on the platform. The train enters the track space and stops adjacent to the platform. The waiting space is used for passengers to wait for the train. The boundary line BL is defined on the platform. The movable fence system 100 includes a partition mechanism 200 that partitions the track space and the standby space. The boundary line BL may be defined by, for example, a rail (not shown) disposed close to the edge of the platform. The partition mechanism 200 is movable along the rail. In the present embodiment, the train is exemplified as a vehicle.

  The partition mechanism 200 includes a plurality of door pocket units 210 (1), 210 (2), 210 (3),..., 210 (N-2), 210 (N-1) that are erected on the boundary line BL. And 210 (N) (N is a natural number). The door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N) are aligned along the boundary line BL. . The movable fence system 100 is arranged in the position of the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N). It can be adjusted for various types of trains that stop in the orbital space. At least one of the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N) is a driver and / or Or it arrange | positions adjacent to the vehicle door for opening and closing the operation room in which a conductor (henceforth an operator) gets in. Of the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N), the other door pocket units are Located adjacent to a passenger door that is used for passengers to get down to the platform or for passengers on the platform to board the train.

  The movable fence system 100 includes a position sensor 300 that detects the position of the train stopped in the track space (that is, the stop position). In the present embodiment, the position sensor 300 detects the stop position of the leading vehicle of the train. Alternatively, the position of the rear vehicle may be detected as the stop position. As the position sensor 300, a laser sensor is exemplified. Alternatively, another sensor device that can detect the position of the vehicle may be used as the position sensor 300.

  The movable fence system 100 further includes a stop detection system 410. The position sensor 300 described above outputs position data regarding the detected stop position to the main control panel 420 via the stop detection system 410. The main control panel 420 refers to the position data, the stop position detected by the position sensor 300, the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2). 210 (N-1) and 210 (N) may be compared. The main control panel 420 determines the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N) according to the comparison result. Position difference data for correcting the position of) may be generated.

  The movable fence system 100 includes a main control panel 420 and a plurality of sub-control panels 430 (1), 430 (2), 430 (3),... 430 (N-2), 430 (N-1) and 430 (N). The main control panel 420 determines the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (210) according to the position difference data. The position of N) can be corrected.

  Sub-control panels 430 (1), 430 (2), 430 (3),..., 430 (N-2), 430 (N-1) and 430 (N) are door pocket units 210 (1), 210 (2), 210 (3),..., 210 (N-2), 210 (N-1) and 210 (N), respectively. The sub control panel 430 (1) is used to control the door pocket unit 210 (1). The sub control panel 430 (2) is used to control the door pocket unit 210 (2). The sub control panel 430 (3) is used to control the door pocket unit 210 (3). The sub control panel 430 (N-2) is used to control the door pocket unit 210 (N-2). The sub control panel 430 (N-1) is used to control the door pocket unit 210 (N-1). The sub control panel 430 (N) is used to control the door pocket unit 210 (N).

  The main control panel 420 defines the displacement amount of the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N). Displacement data to be output to the corresponding sub control panels 430 (1), 430 (2), 430 (3),... 430 (N-2), 430 (N-1) and 430 (N). . Sub-control panels 430 (1), 430 (2), 430 (3), ..., 430 (N-2), 430 (N-1) and 430 (N) are door pocket units according to the displacement data. 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N) are controlled. In the present embodiment, the stop detection system 410, the main control panel 420 and the sub control panels 430 (1), 430 (2), 430 (3),... 430 (N-2), 430 (N-1). And 430 (N) are exemplified as the control unit.

  The movable fence system 100 includes an information transmission device 500 that outputs a vehicle type signal for notifying the type of vehicle entering the track space to the main control panel 420. The main control panel 420 responds to the vehicle type signal to the door pocket units 210 (1), 210 (2), 210 (3), ..., 210 (N-2), 210 (N-1) and 210 (N ) Is determined. The main control panel 420 outputs, from the position sensor 300, reference position data related to a reference position (for example, a stop position determined by a train operation manual) determined in accordance with the type of vehicle according to the vehicle type signal. The position difference data may be generated with reference to the position data. In the present embodiment, an operation management system that manages the operation of a train is used as the information transmission apparatus 500. Instead of the operation management system, another device or system (for example, a transponder or an ID tag) that can notify the main control panel 420 of the type of vehicle may be used as the information transmission device 500.

  FIG. 2 is a schematic diagram of the movable fence system 100. With reference to FIGS. 1 and 2, the movable fence system 100 is further described.

  FIG. 2 shows the platform PF and the train TR stopped at the reference position. The train TR includes a vehicle door OD (1) for opening and closing an operation room provided at the head of the train, and a vehicle door OD (2) for opening and closing an operation room provided at the rear of the train. . The operator performs a driving operation in the operation room. The train TR further includes three passenger doors TD (1), TD (2), and TD (3). The passenger door TD (1) is arranged on the right side of the vehicle door OD (1). The entrance / exit door TD (3) is arranged on the left side of the vehicle door OD (2). The passenger door TD (2) is disposed between the passenger doors TD (1) and TD (3).

  In FIG. 2, door pocket units 210 (1) to 210 (8) are shown as the partition mechanism 200. The door pocket unit 210 (1) is disposed adjacent to the vehicle door OD (1). The door pocket unit 210 (2) is disposed on the right side of the door pocket unit 210 (1). The door pocket unit 210 (2) cooperates with the door pocket unit 210 (1) to partition the standby space and the track space in front of the passenger door TD (1). In the present embodiment, the door pocket unit 210 (1) may be exemplified as the first door pocket unit. The door pocket unit 210 (2) may be exemplified as the second door pocket unit.

  The door pocket unit 210 (3) is disposed on the right side of the door pocket unit 210 (2). Therefore, the door pocket unit 210 (2) is disposed between the door pocket units 210 (1) and 210 (3). The door pocket unit 210 (4) is arranged on the right side of the door pocket unit 210 (3). Therefore, the door pocket unit 210 (3) is disposed between the door pocket units 210 (2) and 210 (4). The door pocket unit 210 (3) cooperates with the door pocket units 210 (2) and 210 (4) to partition the standby space and the track space in front of the train TR. In the present embodiment, the door pocket unit 210 (3) may be exemplified as the third door pocket unit.

  The door pocket unit 210 (8) is disposed adjacent to the vehicle door OD (2). The door pocket unit 210 (7) is arranged on the left side of the door pocket unit 210 (8). The door pocket unit 210 (7) cooperates with the door pocket unit 210 (8) to partition the standby space and the track space in front of the passenger door TD (3). In the present embodiment, the door pocket unit 210 (8) may be exemplified as the first door pocket unit. The door pocket unit 210 (7) may be exemplified as the second door pocket unit.

  The door pocket unit 210 (6) is arranged on the left side of the door pocket unit 210 (7). Therefore, the door pocket unit 210 (7) is disposed between the door pocket units 210 (6) and 210 (8). The door pocket unit 210 (5) is arranged on the left side of the door pocket unit 210 (6). Accordingly, the door pocket unit 210 (6) is disposed between the door pocket units 210 (5) and 210 (7). The door pocket unit 210 (6) cooperates with the door pocket units 210 (5) and 210 (7) to partition the standby space and the track space in front of the train TR. In the present embodiment, the door pocket unit 210 (6) may be exemplified as the third door pocket unit.

  The door pocket unit 210 (4) is disposed between the door pocket units 210 (3) and 210 (5). The door pocket unit 210 (5) is disposed between the door pocket units 210 (4) and 210 (6). The door pocket units 210 (4) and 210 (5) partition the standby space and the track space in front of the passenger door TD (2).

  The information transmission device 500 outputs a vehicle type signal to the main control panel 420 before the train TR stops. The main control panel 420 determines an arrangement pattern according to the vehicle type signal. The main control panel 420 is required for each door pocket unit 210 (1) to 210 (8) so that the door pocket units 210 (1) to 210 (8) are aligned in the determined arrangement pattern. Determine the amount of displacement. The main control panel 420 outputs displacement data representing the corresponding displacement amount to the sub control panels 430 (1) to 430 (8). The sub control panels 430 (1) to 430 (8) output drive signals to the door pocket units 210 (1) to 210 (8), respectively, according to the displacement data. The door pocket units 210 (1) to 210 (8) are displaced along the boundary line BL according to the drive signal.

  The main control panel 420 that has received the vehicle type signal from the information transmission device 500 compares the reference position data corresponding to the vehicle type determined according to the vehicle type signal and the position data output by the position sensor when the train TR is stopped. The position difference data is generated. Since the train TR shown in FIG. 2 is stopped at the reference position, the position difference data indicates that the shift amount “δ” of the stop position of the train TR from the reference position is “0”.

  As shown in FIG. 1, the movable fence system 100 includes an indicator lamp 600. As shown in FIG. 2, the indicator lamp 600 includes a red lamp 610 that emits red light and a green lamp 620 that emits green light. Receiving the position data representing “δ = 0”, the main control panel 420 determines to maintain the arrangement pattern of the door pocket units 210 (1) to 210 (8). Thereafter, the main control panel 420 outputs a lighting control signal to the indicator lamp 600. In the present embodiment, if the main control panel 420 determines to maintain the arrangement pattern, the indicator lamp 600 turns off the red lamp 610 and causes the green lamp 620 to emit light according to the lighting control signal. . If the main control panel 420 determines to change the arrangement pattern, the indicator lamp 600 causes the red lamp 610 to emit light and the green lamp 620 to extinguish in response to the lighting control signal. The lighting operation of the indicator lamp 600 does not limit the principle of the present embodiment at all.

  Depending on the lighting operation of the indicator lamp 600, the operator who operates the train TR (and the station staff on the platform PF) determines whether or not the arrangement pattern of the door pocket units 210 (1) to 210 (8) is changed. Can be recognized. Therefore, the indicator lamp 600 can prompt smooth work performed during the stop period of the train TR. Instead of the indicator lamp 600, another device or system that can notify the operator of the change of the arrangement pattern may be used. For example, a sound system that notifies using sound may be used instead of the indicator lamp 600.

  In the present embodiment, the indicator lamp 600 is disposed near the door pocket unit 210 (1). Alternatively, the indicator light may be located near the door pocket unit 210 (8). In this case, the indicator lamp may indicate whether the operation of the operation panel 700 (described later) attached to the door pocket unit 210 (8) is valid or invalid. For example, an indicator light that emits blue light may indicate that the operation on the operation panel 700 is effective. The indicator light that emits red light may indicate that the operation on the operation panel 700 is invalid.

  3 and 4 are schematic perspective views of the door pocket unit 210. FIG. The movable fence system 100 will be further described with reference to FIGS. 1 to 4.

  The structure of the door pocket unit 210 described with reference to FIGS. 3 and 4 includes the door pocket units 210 (1) to 210 (N) shown in FIG. 1 and the door pocket units 210 (1) to 210 (N) shown in FIG. Applies to 8).

  As shown in FIG. 3, the door pocket unit 210 includes a housing 211 erected on the boundary line BL, a left slide door 212 projecting leftward from the housing 211, and projecting rightward from the housing 211. A right sliding door 213. As shown in FIG. 4, the housing 211 is formed so as to accommodate the left slide door 212 and the right slide door 213. A structure used in a known movable fence system with respect to the housing structure of the housing 211 for housing the left sliding door 212 and the right sliding door 213 and the sliding structure for sliding the left sliding door 212 and the right sliding door 213 May be applied.

  As shown in FIG. 2, the casing of the door pocket unit 210 (1) is denoted by reference numeral “211 (1)”. The left sliding door of the door pocket unit 210 (1) is denoted by reference numeral “212 (1)”. A sign “213 (1)” is attached to the right sliding door of the door pocket unit 210 (1). The left slide door 212 (1) shown in FIG. 2 protrudes leftward from the housing 211 (1). The right slide door 213 (1) protrudes toward the door pocket unit 210 (2). In the present embodiment, the casing 211 (1) may be exemplified as the first casing. The right slide door 213 (1) may be exemplified as the first main door portion. The position of the right slide door 213 (1) shown in FIG. 2 may be exemplified as the first protruding position. The position of the right slide door 213 (1) housed in the housing 211 (1) may be exemplified as the first retracted position.

  As shown in FIG. 2, a reference numeral “211 (2)” is attached to the housing of the door pocket unit 210 (2). A sign “212 (2)” is attached to the left sliding door of the door pocket unit 210 (2). The left sliding door 212 (2) of the door pocket unit 210 (2) shown in FIG. 2 protrudes from the housing 211 (2) toward the door pocket unit 210 (1), while the right side of the door pocket unit 210 (2). The slide door 213 is accommodated in the housing 211 (2). In the present embodiment, the casing 211 (2) may be exemplified as the second casing. The left slide door 212 (2) may be exemplified as the second main door portion. The position of the left slide door 212 (2) shown in FIG. 2 may be exemplified as the second protruding position. The position of the left slide door 212 (2) housed in the housing 211 (2) may be exemplified as the second retracted position. The right slide door 213 of the door pocket unit 210 (2) may be exemplified as the sub door portion. As shown in FIG. 2, the position of the right slide door 213 of the door pocket unit 210 (2) housed in the housing 211 (2) may be exemplified as the housing position. The position of the right slide door 213 of the door pocket unit 210 (2) exposed from the housing 211 (2) may be exemplified as the exposed position.

  As shown in FIG. 2, a reference numeral “211 (3)” is attached to the housing of the door pocket unit 210 (3) arranged on the right side of the door pocket unit 210 (2). The left sliding door 212 and the right sliding door 213 of the door pocket unit 210 (3) shown in FIG. 2 are accommodated in the housing 211 (3). The housing 211 (3) is adjacent to the housing 211 (2). The left sliding door 212 of the door pocket unit 210 (3) is displaced between a protruding position protruding toward the door pocket unit 210 (2) and a retracted position where the door door unit 210 (3) is retracted into the housing 211 (3). The right slide door 213 of the door pocket unit 210 (3) is displaced between a protruding position that protrudes toward the door pocket unit 210 (4) and a retracted position that is retracted into the housing 211 (3). In the present embodiment, the casing 211 (3) may be exemplified as the third casing. The left slide door 212 of the door pocket unit 210 (3) may be exemplified as the third main door portion. As shown in FIG. 2, the position of the left slide door 212 of the door pocket unit 210 (3) housed in the casing 211 (3) may be exemplified as the third retraction position. The position of the left slide door 212 of the door pocket unit 210 (3) exposed from the housing 211 (3) may be exemplified as the third protruding position.

  As shown in FIG. 2, the reference numeral “211 (4)” is attached to the housing of the door pocket unit 210 (4) arranged on the right side of the door pocket unit 210 (3). The housing 211 (4) illustrated in FIG. 2 is adjacent to the housing 211 (3). Therefore, the left slide door 212 of the door pocket unit 210 (4) is accommodated in the housing 211 (4).

  As shown in FIG. 2, the right sliding door of the door pocket unit 210 (4) is denoted by “213 (4)”. The right slide door 213 (4) shown in FIG. 2 is exposed from the housing 211 (4).

  As shown in FIG. 2, a reference numeral “211 (8)” is attached to the housing of the door pocket unit 210 (8). The left sliding door of the door pocket unit 210 (8) is denoted by reference numeral “212 (8)”. The right sliding door of the door pocket unit 210 (8) is denoted by reference numeral “213 (8)”. The right slide door 213 (8) shown in FIG. 2 protrudes rightward from the housing 211 (8). The left slide door 212 (8) protrudes toward the door pocket unit 210 (7). In the present embodiment, the casing 211 (8) may be exemplified as the first casing. The left slide door 212 (8) may be exemplified as the first main door portion. The position of the left slide door 212 (8) shown in FIG. 2 may be exemplified as the first protruding position. The position of the left slide door 212 (8) accommodated in the housing 211 (1) may be exemplified as the first retracted position.

  As shown in FIG. 2, the reference numeral “211 (7)” is attached to the housing of the door pocket unit 210 (7). The sign “213 (7)” is attached to the right sliding door of the door pocket unit 210 (7). The right sliding door 213 (7) of the door pocket unit 210 (7) shown in FIG. 2 protrudes from the housing 211 (7) toward the door pocket unit 210 (8), while the left door of the door pocket unit 210 (7). The slide door 212 is accommodated in the housing 211 (7). In the present embodiment, the casing 211 (7) may be exemplified as the second casing. The right slide door 213 (7) may be exemplified as the second main door portion. The position of the right slide door 213 (7) shown in FIG. 2 may be exemplified as the second protruding position. The position of the right slide door 213 (7) accommodated in the housing 211 (7) may be exemplified as the second retraction position. The left slide door 212 of the door pocket unit 210 (7) may be exemplified as a sub door portion. As shown in FIG. 2, the position of the left slide door 212 of the door pocket unit 210 (7) housed in the housing 211 (7) may be exemplified as the housing position. The position of the left slide door 212 of the door pocket unit 210 (7) exposed from the housing 211 (7) may be exemplified as the exposed position.

  As shown in FIG. 2, reference numeral “211 (6)” is attached to the housing of the door pocket unit 210 (6) arranged on the left side of the door pocket unit 210 (7). The left sliding door 212 and the right sliding door 213 of the door pocket unit 210 (6) shown in FIG. 2 are accommodated in the housing 211 (6). The housing 211 (6) is adjacent to the housing 211 (7). The left sliding door 212 of the door pocket unit 210 (6) is displaced between a protruding position protruding toward the door pocket unit 210 (5) and a retracted position where the door door unit 210 (6) is retracted into the housing 211 (6). The right slide door 213 of the door pocket unit 210 (6) is displaced between a protruding position that protrudes toward the door pocket unit 210 (7) and a retracted position that is retracted into the housing 211 (6). In the present embodiment, the casing 211 (6) may be exemplified as the third casing. The right sliding door 213 of the door pocket unit 210 (6) may be exemplified as the third main door portion. As shown in FIG. 2, the position of the right slide door 213 of the door pocket unit 210 (6) housed in the casing 211 (6) may be exemplified as the third retracted position. The position of the right slide door 213 of the door pocket unit 210 (6) exposed from the housing 211 (6) may be exemplified as the third protruding position.

  As shown in FIG. 2, reference numeral “211 (5)” is attached to the housing of the door pocket unit 210 (5) arranged on the left side of the door pocket unit 210 (6). The left sliding door of the door pocket unit 210 (5) is denoted by reference numeral “212 (5)”. The left sliding door 212 (5) of the door pocket unit 210 (5) shown in FIG. 2 is exposed from the casing 211 (5), while the right sliding door of the door pocket unit 210 (5) is the casing 211 (5). ).

  FIG. 5 is a schematic diagram of the movable fence system 100. The movable fence system 100 will be further described with reference to FIGS. 1 to 3 and 5.

  As described above, the train TR includes the passenger doors TD (1) to TD (3). As shown in FIG. 2, the left slide doors 212 (2), 212 (5), 212 (8) and the right slide doors 213 (1), 213 (4), 213 (7) are the entrance / exit doors TD of the train TR. (1) to TD (3) overlap each other.

  The main control panel 420 that has received the position difference data from the stop detection system 410 controls the control signal for housing the left slide door 212 and the right slide door 213 of the door pocket units 210 (2) to 210 (7) in the housing 211. Are output to the sub-control boards 430 (2) to 430 (7). The door pocket units 210 (2) to 210 (7) then house the left slide door 212 and the right slide door 213 in the housing 211 under the control of the sub control panels 430 (2) to 430 (7). During this time, the left sliding door 212 (1) and the right sliding door 213 (1) of the door pocket unit 210 (1) maintain the exposed positions from the casing 211 (1). Similarly, the left slide door 212 (8) and the right slide door 213 (8) of the door pocket unit 210 (8) maintain the exposed positions from the housing 211 (8). As a result, as shown in FIG. 5, between the right slide door 213 (1) and the casing 211 (2), between the casing 211 (4) and the casing 211 (5), and between the casing 211 (7) and A gap is formed between the left sliding door 212 (8).

  As shown in FIG. 5, between the right sliding door 213 (1) and the casing 211 (2), between the casing 211 (4) and the casing 211 (5), and the casing 211 (7) and the left sliding door. The gap formed between 212 (8) overlaps with the passenger doors TD (1) to TD (3) of the train TR. Thereafter, when the passenger doors TD (1) to TD (3) open the entrance, the passengers in the train TR can smoothly get off to the platform PF. In addition, passengers on the platform PF can smoothly board the train TR.

  As shown in FIG. 1, the movable fence system 100 includes an operation panel 700. The operation panel 700 may be attached to the door pocket units 210 (1) and 210 (8). An operator can operate the operation panel 700 manually. For example, the operator may operate the operation panel 700 and manually give an instruction regarding the opening / closing operation of the left slide door 212 and the right slide door 213 to the main control panel 420. The main control panel 420 can control the opening / closing operation of the left slide door 212 and the right slide door 213 in accordance with an instruction input to the operation panel 700. In the present embodiment, the operation panel 700 is exemplified as an operation unit. The operation unit may be remotely operated based on remote control technology.

  FIG. 6 is a schematic block diagram showing a power feeding path to the door pocket unit 210 of the movable fence system 100. With reference to FIG.1, FIG3 and FIG.6, the electric power feeding path | route to the door pocket unit 210 is demonstrated.

  As shown in FIG. 1, the movable fence system 100 includes a distribution board 800. The distribution board 800 functions as a power source that supplies power used for the movable fence system 100. Electric power is sent from the distribution board 800 to the main control board 420. Thereafter, the data is sent from the main control panel 420 to the sub control panels 430 (1) to 430 (N). The sub control panels 430 (1) to 430 (N) supply power to the door pocket units 210 (1) to 210 (N), respectively.

  As shown in FIG. 6, the main control panel 420 includes a switching control circuit 429. The sub control board 430 includes a switching circuit 431. Note that the sub control panel 430 shown in FIG. 6 corresponds to each of the sub control boards 430 (1) to 430 (N) shown in FIG. Therefore, the description regarding the sub control panel 430 is applied to each of the sub control panels 430 (1) to 430 (N).

  The door pocket unit 210 converts the electric power supplied from the distribution board 800 into a driving force for opening and closing the left sliding door 212, and the electric power supplied from the distribution board 800 to the right sliding door 213. A right door motor 215 that converts the power supplied from the distribution board 800 into a driving force for displacing the casing 211. The left door motor 214 and the right door motor 215 receive electric power via the switching circuit 431 of the sub control panel 430. On the other hand, the housing motor 216 receives power from the sub control panel 430 without passing through the switching circuit 431. In the present embodiment, motors are used to drive the left slide door 212 and the right slide door 213. Alternatively, another device (for example, a cylinder device) that can generate a driving force using electric power may be used to drive the left sliding door 212 and the right sliding door 213.

  The switching control circuit 429 selectively selects a power supply signal that instructs execution of power supply to the left door motor 214 and the right door motor 215 and a power supply stop signal that instructs stoppage of power supply to the left door motor 214 and the right door motor 215. To the switching circuit 431. Upon receiving the power supply signal, the switching circuit 431 allows power supply to the left door motor 214 and the right door motor 215. Upon receiving the power supply stop signal, the switching circuit 431 cuts off power supply to the left door motor 214 and the right door motor 215.

  FIG. 7 is a schematic block diagram showing a functional configuration of the movable fence system 100. The movable fence system 100 will be described with reference to FIGS. 1, 3, 6 and 7. In FIG. 7, an arrow represented by a solid line represents a signal transmission path. Arrows represented by dotted lines represent power supply paths.

  The movable fence system 100 includes a power source 850, a vehicle type notification unit 550, a change notification unit 650, an operation unit 750, a position detection unit 350, and a control unit 400 in addition to the door pocket unit 210 described above. The power source 850 corresponds to the distribution board 800 described with reference to FIG. The vehicle type notification unit 550 corresponds to the information transmission device 500 described with reference to FIG. The change notification unit 650 corresponds to the indicator lamp 600 described with reference to FIG. The position detection unit 350 corresponds to the position sensor 300 described with reference to FIG. The control unit 400 corresponds to the stop detection system 410, the main control panel 420, and the sub control panel 430 described with reference to FIG. 1 and / or FIG.

  The door pocket unit 210 includes a housing driving unit 250, a door driving unit 260, and a connection driving unit 270. The housing driving unit 250 corresponds to the housing motor 216 described with reference to FIG. The door driving unit 260 corresponds to the left door motor 214 and / or the right door motor 215 described with reference to FIG.

  The control unit 400 includes a storage unit 421, a vehicle type determination unit 422, a position difference determination unit 423, an operation control unit 424, a power supply control unit 425, a signal generation unit 426, and a power supply unit 427. The storage unit 421 may be a storage device included in the main control panel 420 described with reference to FIG. Examples of the storage device include a hard disk device, a USB memory, an optical storage medium, and other devices capable of storing information. The vehicle type determination unit 422 may be a vehicle type determination program installed in the main control panel 420. The position difference determination unit 423 may be a position difference data generation program installed in the main control panel 420 or various determination programs installed in the main control panel 420. The operation control unit 424 and the signal generation unit 426 may be a program installed in the main control panel 420 in order to generate an output signal to the sub control panel 430. The power supply control unit 425 and the power supply unit 427 may be programs executed by the switching control circuit 429, the switching circuit 431, the switching control circuit 429, and the switching circuit 431 described with reference to FIG.

  Various data are stored in the storage unit 421. For example, the storage unit 421 may store data related to the arrangement pattern of the door pocket unit 210 in association with a signal waveform (for example, pulse frequency, pulse width, signal level) output from the vehicle type notification unit 550. The storage unit 421 may further store reference position data with respect to the stop position of the train in association with the vehicle type data. The storage unit 421 may further store data regarding the current position of the door pocket unit 210.

  The signal generation unit 426 includes a first signal generation unit 451 that generates a signal output to the housing drive unit 250 and a second signal generation unit 452 that generates a signal output to the door drive unit 260. The casing 211 described with reference to FIG. 3 is displaced according to the signal output from the first signal generation unit 451. The left slide door 212 and the right slide door 213 described with reference to FIG. 3 perform an opening / closing operation according to the signal output from the second signal generation unit 452.

  The power feeding unit 427 includes a first power feeding unit 461 and a second power feeding unit 462. The first power supply unit 461 opens and closes a power supply path to the door drive unit 260 and the housing drive unit 250 under the control of the power supply control unit 425. The second power supply unit 462 opens and closes the power supply path to the connection driving unit 270 under the control of the power supply control unit 425. When the second power supply unit 462 opens a power supply circuit to the connection driving unit 270, the left slide door 212 and the right slide door 213 adjacent to each other are connected.

  The blocks in the various block diagrams representing the functional configuration used in FIG. 7 and the following description are classified by function. Therefore, the blocks in the block diagram are not represented in parts. A single component may have a plurality of functions represented by a plurality of blocks. Multiple parts may give rise to a single function represented by a single block. For example, the servo amplifier can exhibit the function of the signal generation unit 426 and the function of the power supply unit 427.

(Deployment of door pocket units before the train stops)
8 and 9 are schematic conceptual diagrams of arrangement pattern data stored in the storage unit 421. FIG. The arrangement pattern data stored in the storage unit 421 will be described with reference to FIGS.

  The vehicle type notification unit 550 outputs a vehicle type signal corresponding to the type of vehicle entering the track space to the vehicle type determination unit 422. The vehicle type determination unit 422 reads out arrangement pattern data corresponding to the vehicle type signal from the storage unit 421. FIG. 8 shows an arrangement pattern corresponding to “vehicle type signal A”. FIG. 9 shows a pattern corresponding to “vehicle type signal B”. The “vehicle type signal A” indicates that the train of “vehicle type A” enters the track space. “Vehicle type signal B” indicates that the train of “Vehicle type B” enters the track space. In the following description, setting of the arrangement pattern will be described under the condition that the train of “vehicle type A” enters the track space.

  FIG. 10 is a schematic conceptual diagram of the reference position data stored in the storage unit 421. The reference position data stored in the storage unit 421 will be described with reference to FIGS. 7 and 10.

  FIG. 10 shows reference position data stored in association with “vehicle type A”. FIG. 10 shows the coordinate origin O. The coordinate origin O is used in common for all types of vehicles entering the orbital space.

  In the storage unit 421, data “RA” relating to the distance from the coordinate origin O to the reference position is stored as reference position data in association with “vehicle type A”. In the storage unit 421, data “AX (1)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (1) is stored as reference position data in association with “vehicle type A”. In the storage unit 421, data “AX (2)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (2) is stored as reference position data in association with “vehicle type A”. In the storage unit 421, data “AX (3)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (3) is stored as reference position data in association with “vehicle type A”. In the storage unit 421, data “AX (4)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (4) is stored as reference position data in association with “vehicle type A”. In the storage unit 421, data “AX (5)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (5) is stored as reference position data in association with “vehicle type A”. In the storage unit 421, data “AX (6)” relating to the distance from the coordinate origin O to the placement position of the door pocket unit 210 (6) is stored as reference position data in association with “vehicle type A”. In the storage unit 421, data “AX (7)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (7) is stored in association with “vehicle type A” as reference position data. In the storage unit 421, data “AX (8)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (8) is stored as reference position data in association with “vehicle type A”.

  As described above, the vehicle type determination unit 422 that has received the vehicle type signal from the vehicle type notification unit 550 reads out the arrangement pattern data corresponding to the vehicle type signal from the storage unit 421. The storage unit 421 outputs the arrangement pattern data to the position difference determination unit 423. The position difference determination unit 423 reads reference position data (that is, coordinate data “RA”, “AX (1)” to “AX (8)”) corresponding to the arrangement pattern data from the storage unit 421.

  FIG. 11 is a schematic conceptual diagram of current position data stored in the storage unit 421. The current position data stored in the storage unit 421 will be described with reference to FIGS. 3, 7, 10, and 11.

  Data relating to the current position of the door pocket units 210 (1) to 210 (8) is written in the storage unit 421. The setting of the arrangement pattern will be described under the condition that the train of “vehicle type B” entered the track space immediately before the “vehicle type A” train entered the track space.

  In the storage unit 421, data “BX (1)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (1) is associated with “vehicle type B” and stored as current position data. In the storage unit 421, data “BX (2)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (2) is stored as current position data in association with “vehicle type B”. In the storage unit 421, data “BX (3)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (3) is stored as current position data in association with “vehicle type B”. In the storage unit 421, data “BX (4)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (4) is stored as current position data in association with “vehicle type B”. In the storage unit 421, data “BX (5)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (5) is stored as current position data in association with “vehicle type B”. In the storage unit 421, data “BX (6)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (6) is stored as current position data in association with “vehicle type B”. In the storage unit 421, data “BX (7)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (7) is stored as current position data in association with “vehicle type B”. In the storage unit 421, data “BX (8)” relating to the distance from the coordinate origin O to the arrangement position of the door pocket unit 210 (8) is stored as current position data in association with “vehicle type B”.

  The position difference determination unit 423 reads the reference position data (“AX (1) to AX (8)”) and the current position data (“BX (1) to BX (8)”) from the storage unit 421. The position difference determination unit 423 performs a difference calculation using a set of the data “AX (1)” and the data “BX (1)” and determines the displacement amount of the door pocket unit 210 (1). The position difference determination unit 423 performs a difference calculation using a set of data “AX (2)” and data “BX (2)” and determines the displacement amount of the door pocket unit 210 (2). The position difference determination unit 423 performs a difference calculation using a set of the data “AX (3)” and the data “BX (3)”, and determines the displacement amount of the door pocket unit 210 (3). The position difference determination unit 423 performs a difference calculation using a set of the data “AX (4)” and the data “BX (4)”, and determines the displacement amount of the door pocket unit 210 (4). The position difference determination unit 423 performs a difference calculation using a set of the data “AX (5)” and the data “BX (5)” and determines the displacement amount of the door pocket unit 210 (5). The position difference determination unit 423 performs a difference operation using a set of the data “AX (6)” and the data “BX (6)” and determines the displacement amount of the door pocket unit 210 (6). The position difference determination unit 423 performs a difference calculation using a set of data “AX (7)” and data “BX (7)”, and determines the displacement amount of the door pocket unit 210 (7). The position difference determination unit 423 performs a difference calculation using a set of the data “AX (8)” and the data “BX (8)”, and determines the displacement amount of the door pocket unit 210 (8).

  In the present embodiment, the current position data stored in the storage unit 421 is used to determine the displacement amount of the door pocket units 210 (1) to 210 (8). Alternatively, output data from a sensor for measuring the current position of the door pocket units 210 (1) to 210 (8) is used to determine the amount of displacement of the door pocket units 210 (1) to 210 (8). May be.

  The position difference determination unit 423 outputs data regarding the determined displacement amount to the operation control unit 424.

  The operation control unit 424 outputs a control signal to the power supply control unit 425 before receiving data regarding the displacement amount from the position difference determination unit 423. The power supply control unit 425 controls the first power supply unit 461 according to the control signal from the operation control unit 424 and closes the power supply path to the door drive unit 260. The power supply control unit 425 controls the second power supply unit 462 according to a control signal from the operation control unit 424 and opens a power supply path to the connection driving unit 270.

  The operation control unit 424 that has received the data regarding the displacement amount from the position difference determination unit 423 outputs a control signal to the first signal generation unit 451. The first signal generation unit 451 generates a drive signal corresponding to the data related to the displacement amount. The drive signal is output from the first signal generation unit 451 to the housing drive unit 250. As a result, before the train of the vehicle type A stops, the door pocket units 210 (1) to 210 (8) are arranged in an arrangement pattern corresponding to “vehicle type A”.

  The movable fence system 100 may perform a correction operation for correcting the positions of the door pocket units 210 (1) to 210 (8) after the train stops. As a result of the correction operation, even if the train stops at a position away from the reference position, the door pocket units 210 (1) to 210 (8) are arranged in accordance with the train.

(Operation of door pocket unit after train stop)
FIG. 12 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the train TR is stopped. With reference to FIGS. 3, 7 and 12, the arrangement pattern of the door pocket units 210 (1) to 210 (3) will be described.

  When the train TR stops, the casing 211 (1) of the door pocket unit 210 (1) is disposed in front of the vehicle door OD (1). The left sliding door 212 (1) of the door pocket unit 210 (1) protrudes leftward from the housing 211 (1). Further, the right slide door 213 (1) of the door pocket unit 210 (1) protrudes toward the door pocket unit 210 (2). In the present embodiment, the position of the right slide door 213 (1) shown in FIG. 12 is exemplified as the first protruding position.

  When the train TR stops, the casing 211 (2) of the door pocket unit 210 (2) is arranged away from the casing 211 (1). The passenger door TD (1) appears between the casings 211 (1) and 211 (2). The left sliding door 212 (2) of the door pocket unit 210 (2) protrudes toward the door pocket unit 210 (1). The right slide door 213 (1) and the left slide door 212 (2) form a partition in front of the passenger door TD (1). In the present embodiment, the position of the left slide door 212 (2) shown in FIG. 12 is exemplified as the second protruding position.

  When the train TR stops, the casing 211 (3) of the door pocket unit 210 (3) cooperates with the casing 211 (2) to form a partition for the train TR. Both the left sliding door 212 and the right sliding door 213 of the door pocket unit 210 (3) are accommodated in the housing 211 (3).

  FIG. 13 is a schematic perspective view of the door pocket unit 210 (1). The door pocket unit 210 (1) will be described with reference to FIGS.

  As shown in FIG. 13, the casing 211 (1) includes a first surface 217 that appears in the orbital space and a second surface 218 that appears in the standby space. The first surface 217 faces the train TR. The operation unit 750 is attached to the first surface 217. In the present embodiment, the first surface 217 is exemplified as the facing surface.

  As shown in FIG. 12, the casing 211 (1) is disposed in front of the vehicle door OD (1) of the train TR stopped at a predetermined stop position. Therefore, the operator OP can easily operate the operation unit 750 exposed from the first surface 217.

  FIG. 14 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the operator OP operates the operation unit 750. The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  As illustrated in FIG. 13, the operation unit 750 includes a release operation unit 751 for releasing the partition by the partition mechanism 200 and a partition operation unit 752 for constructing a partition by the partition mechanism 200. When the operator OP operates the release operation unit 751, a signal instructing release of the partition is input from the operation unit 750 to the operation control unit 424. The operation control unit 424 may generate a control signal instructing to stop power supply to the connection driving unit 270 in response to an input from the operation unit 750. The control signal is output from the operation control unit 424 to the power supply control unit 425. The power supply control unit 425 controls the second power supply unit 462 according to the control signal, and stops power supply to the connection driving unit 270. As a result, the connection between the right slide door 213 (1) and the left slide door 212 (2) is released. The operation control unit 424 generates a control signal for driving the door driving unit 260. The control signal is output from the operation control unit 424 to the second signal generation unit 452. The second signal generator 452 generates and outputs a drive signal for driving the door driver 260.

  As illustrated in FIG. 14, the door drive unit 260 retracts the right slide door 213 (1) into the housing 211 (1) in response to the drive signal from the second signal generation unit 452. Further, the door drive unit 260 retracts the left slide door 212 (2) into the housing 211 (2). As a result, the partition in front of the passenger door TD (1) is released. In the present embodiment, the position of the right slide door 213 (1) retracted in the housing 211 (1) is exemplified as the first retracted position. The position of the left slide door 212 (2) retracted into the housing 211 (2) is exemplified as the second retracted position.

  FIG. 15 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3). The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the right slide door 213 (1) is accommodated in the housing 211 (1), the operation control unit 424 generates a control signal for driving the housing driving unit 250. The control signal is output from the operation control unit 424 to the first signal generation unit 451. The first signal generation unit 451 generates and outputs a drive signal for driving the housing drive unit 250. The completion of the accommodation of the right slide door 213 (1) in the housing 211 (1) may be detected by, for example, a position sensor (not shown) that detects the position of the right slide door 213 (1). Good. The operation control unit 424 may generate a control signal according to the output signal from the position sensor.

  As shown in FIG. 15, in response to the drive signal from the first signal generation unit 451, the housing driving unit 250 moves the housing 211 (1) away from the housing 211 (2) (to the left). Displace. As a result, the partition in front of the vehicle door OD (1) is released. In the present embodiment, the arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 15 is exemplified as the first arrangement pattern. The left direction is exemplified as the first direction.

  In the present embodiment, the housing 211 (1) is displaced after the right slide door 213 (1) is accommodated in the housing 211 (1). Alternatively, the displacement of the casing 211 (1) may be performed simultaneously with the housing operation of the right slide door 213 (1).

  In FIG. 13, the release operation unit 751 is depicted as an operation element different from the partition operation unit 752. Alternatively, the release operation unit and the partition operation unit may be formed as a single operation element.

  FIG. 16 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the operator OP operates the operation unit 750. The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the operator OP operates the partition operation unit 752, a signal instructing the construction of the partition for the train TR is input from the operation unit 750 to the operation control unit 424. The operation control unit 424 generates a control signal for starting power feeding to the connection driving unit 270. The control signal is output from the operation control unit 424 to the power supply control unit 425. The power supply control unit 425 controls the second power supply unit 462 according to the control signal, and opens a power supply path to the connection driving unit 270. As a result, the right slide door 213 (2) of the door pocket unit 210 (2) is connected to the left slide door 212 of the door pocket unit 210 (3).

  The operation control unit 424 further generates a control signal for controlling the housing driving unit 250. The control signal is output from the operation control unit 424 to the first signal generation unit 451. The first signal generation unit 451 generates a drive signal for driving the housing drive unit 250 according to the control signal. The housing driving unit 250 displaces the housing 211 (2) to the left according to the drive signal.

  As a result of the leftward displacement of the casing 211 (2), the right slide door 213 (2) of the door pocket unit 210 (2) is exposed from the casing 211 (2). As described above, since the right slide door 213 (2) is connected to the left slide door 212 of the casing 211 (3), the right slide door is also moved during the leftward displacement of the casing 211 (2). 213 (2) can maintain the partition in front of the train TR in cooperation with the door pocket unit 210 (3). In the present embodiment, the position of the right slide door 213 (2) shown in FIG. 16 is exemplified as the exposure position. The position of the right slide door 213 (2) housed in the housing 211 (2) (see FIG. 15) is exemplified as the housing position.

  FIG. 17 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3). The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the leftward displacement of the casing 211 (2) is completed, the operation control unit 424 generates a control signal for driving the door driving unit 260. The control signal is output from the operation control unit 424 to the second signal generation unit 452. The second signal generation unit 452 generates and outputs a drive signal for driving the door drive unit 260 according to the control signal. The door drive unit 260 causes the left slide door 212 (2) to protrude from the casing 211 (2) toward the door pocket unit 210 (1) in accordance with the drive signal. As a result, the door pocket unit 210 (2) can partition the front of the passenger door TD (1).

  Even after the left slide door 212 (2) protrudes from the housing 211 (2), the door pocket unit 210 (1) is separated from the door pocket unit 210 (2). Therefore, the air gap in front of the vehicle door OD (1) remains. The operator OP can smoothly perform various tasks using the gaps of the door pocket units 210 (1) and 210 (2). In the present embodiment, the arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 17 is exemplified as the second arrangement pattern.

  Unlike the door pocket unit 210 (2), after the operator OP operates the operation unit 750, the door pocket unit 210 (1) continues to be stationary. Therefore, the operator OP can safely perform the business.

  FIG. 18 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the operator OP operates the partition operation unit 752. The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the operator OP operates the partition operation unit 752 again, a signal instructing completion of partition construction for the train TR is input from the operation unit 750 to the operation control unit 424. The operation control unit 424 generates a control signal for driving the door driving unit 260. The control signal is output from the operation control unit 424 to the second signal generation unit 452. The second signal generation unit 452 generates a drive signal according to the control signal. The door drive unit 260 causes the right slide door 213 (1) of the door pocket unit 210 (1) to protrude from the housing 211 (1) toward the door pocket unit 210 (2) in accordance with the drive signal. As a result, the right slide door 213 (1) can partition the front of the vehicle door OD (1).

Second Embodiment
FIG. 19 is a schematic block diagram showing a functional configuration of the movable fence system 100A of the second embodiment. In FIG. 19, the same elements as those in the first embodiment are denoted by the same reference numerals. The description of the first embodiment is applied to elements having the same reference numerals. Differences between the first embodiment and the second embodiment will be described with reference to FIGS. 1, 13, and 19. In addition, the arrow represented by the solid line in FIG. 19 represents a signal transmission path. Arrows represented by dotted lines represent power supply paths. The second embodiment is different from the first embodiment in the construction operation of the partition structure.

  Similarly to the first embodiment, the movable fence system 100A includes a door pocket unit 210, a power source 850, a vehicle type notification unit 550, a change notification unit 650, an operation unit 750, and a position detection unit 350. The movable fence system 100A further includes a control unit 400A. The control unit 400A corresponds to the stop detection system 410, the main control panel 420, and the sub control panels 430 (1) to 430 (N) described with reference to FIG.

  As in the first embodiment, the control unit 400A includes a storage unit 421, a position difference determination unit 423, a vehicle type determination unit 422, a power supply control unit 425, a signal generation unit 426, and a power supply unit 427. Control unit 400A further includes an operation control unit 424A. The operation of the operation control unit 424A accompanying the operation of the release operation unit 751 is the same as that in the first embodiment.

  FIG. 20 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the operator OP operates the partition operation unit 752. The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS. 3, 13, 15, 19, and 20. FIG.

  When the operator OP operates the partition operation unit 752, a signal instructing the construction of the partition for the train TR is input from the operation unit 750 to the operation control unit 424A. The operation control unit 424A generates a control signal for starting power feeding to the connection driving unit 270. The control signal is output from the operation control unit 424A to the power supply control unit 425. The power supply control unit 425 controls the second power supply unit 462 according to the control signal, and opens a power supply path to the connection driving unit 270. As a result, the left sliding door 212 (3) of the door pocket unit 210 (3) is connected to the right sliding door 213 of the door pocket unit 210 (2).

  The operation control unit 424A further generates a control signal for controlling the housing driving unit 250. The control signal is output from the operation control unit 424A to the first signal generation unit 451. The first signal generation unit 451 generates a drive signal for driving the housing drive unit 250 according to the control signal. The housing driving unit 250 displaces the housing 211 (2) to the left according to the drive signal.

  In synchronization with the generation of the control signal to the housing driving unit 250, the operation control unit 424A generates a control signal for controlling the door driving unit 260. The control signal is output from the operation control unit 424A to the second signal generation unit 452. The second signal generation unit 452 generates a drive signal for driving the door drive unit 260 according to the control signal. The door drive unit 260 causes the left slide door 212 (3) of the door pocket unit 210 (3) to protrude from the housing 211 (3) in accordance with the drive signal. As described above, the left sliding door 212 (3) is connected to the right sliding door 213 of the casing 211 (2) and is displaced in the same direction as the movement direction of the casing 211 (2). During the leftward displacement of (2), the left sliding door 212 (3) can maintain the partition for the train TR in cooperation with the door pocket unit 210 (2). In the present embodiment, the position of the left slide door 212 (3) shown in FIG. 20 is exemplified as the third protruding position. The position of the left slide door 212 (3) housed in the housing 211 (3) (see FIG. 15) is exemplified as the third retracted position.

  FIG. 21 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3). The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the leftward displacement of the casing 211 (2) is completed, the operation control unit 424A generates a control signal for driving the door driving unit 260. The control signal is output from the operation control unit 424A to the second signal generation unit 452. The second signal generation unit 452 generates and outputs a drive signal for driving the door drive unit 260 according to the control signal. The door drive unit 260 causes the left slide door 212 (2) to protrude from the casing 211 (2) toward the door pocket unit 210 (1) in accordance with the drive signal. As a result, the door pocket unit 210 (2) can partition the front of the passenger door TD (1).

  Even after the left slide door 212 (2) protrudes from the housing 211 (2), the door pocket unit 210 (1) is separated from the door pocket unit 210 (2). Therefore, the air gap in front of the vehicle door OD (1) remains. The operator OP can smoothly perform various tasks using the gaps of the door pocket units 210 (1) and 210 (2). In the present embodiment, the arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 21 is exemplified as the second arrangement pattern.

  Unlike the door pocket unit 210 (2), after the operator OP operates the operation unit 750, the door pocket unit 210 (1) continues to be stationary. Therefore, the operator OP can safely perform the business.

  FIG. 22 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the operator operates the partition operation unit 752. The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the operator operates the partition operation unit 752 again, a signal instructing completion of partition construction for the train TR is input from the operation unit 750 to the operation control unit 424A. The operation control unit 424A generates a control signal for driving the door driving unit 260. The control signal is output from the operation control unit 424A to the second signal generation unit 452. The second signal generation unit 452 generates a drive signal according to the control signal. The door drive unit 260 causes the right slide door 213 (1) of the door pocket unit 210 (1) to protrude from the housing 211 (1) toward the door pocket unit 210 (2) in accordance with the drive signal. As a result, the right slide door 213 (1) can block the front of the vehicle door OD (1).

<Third Embodiment>
FIG. 23 is a schematic block diagram illustrating a functional configuration of the movable fence system 100B of the third embodiment. In FIG. 23, the same code | symbol is attached | subjected with respect to the element same as 1st Embodiment. The description of the first embodiment is applied to elements having the same reference numerals. Differences between the first embodiment and the third embodiment will be described with reference to FIGS. 1 and 23. Note that the arrows represented by solid lines in FIG. 23 represent signal transmission paths. Arrows represented by dotted lines represent power supply paths. The principle according to the third embodiment can be applied to a train having a wider space between the vehicle door and the passenger door than in the first embodiment.

  Similar to the first embodiment, the movable fence system 100B includes a door pocket unit 210, a power source 850, a vehicle type notification unit 550, a change notification unit 650, an operation unit 750, and a position detection unit 350. The movable fence system 100B further includes a control unit 400B. The control unit 400B corresponds to the stop detection system 410, the main control panel 420, and the sub control panels 430 (1) to 430 (N) described with reference to FIG.

  Similar to the first embodiment, the control unit 400B includes a storage unit 421, a position difference determination unit 423, a vehicle type determination unit 422, a power supply control unit 425, a signal generation unit 426, and a power supply unit 427. Control unit 400B further includes an operation control unit 424B.

  FIG. 24 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the train TR is stopped. With reference to FIGS. 3, 23, and 24, the arrangement pattern of the door pocket units 210 (1) to 210 (3) will be described.

  When the train TR stops, the casing 211 (1) of the door pocket unit 210 (1) is disposed in front of the vehicle door OD (1). The left sliding door 212 (1) of the door pocket unit 210 (1) protrudes leftward from the housing 211 (1). Further, the right slide door 213 (1) of the door pocket unit 210 (1) protrudes toward the door pocket unit 210 (2).

  When the train TR stops, the casing 211 (2) of the door pocket unit 210 (2) is arranged away from the door pocket unit 210 (1). The door pocket unit 210 (2) blocks the front of the passenger door TD (1). The left sliding door 212 (2) of the door pocket unit 210 (2) protrudes toward the door pocket unit 210 (1). The right slide door 213 (2) protrudes toward the door pocket unit 210 (3). In the present embodiment, the position of the right slide door 213 (2) shown in FIG. 24 is exemplified as the exposure position.

  When the train TR stops, the casing 211 (3) of the door pocket unit 210 (3) cooperates with the door pocket unit 210 (2) to form a partition for the train TR. Both the left sliding door 212 (3) and the right sliding door 213 (3) of the door pocket unit 210 (3) are accommodated in the housing 211 (3).

  FIG. 25 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the operator OP operates the operation unit 750. The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the operator OP operates the release operation unit 751, a signal instructing release of the partition is input from the operation unit 750 to the operation control unit 424B. The operation control unit 424B may generate a control signal instructing to stop power supply to the connection driving unit 270 in response to an input from the operation unit 750. The control signal is output from the operation control unit 424B to the power supply control unit 425. The power supply control unit 425 controls the second power supply unit 462 according to the control signal, and stops power supply to the connection driving unit 270. As a result, the connection between the right slide door 213 (1) and the left slide door 212 (2) is released. The operation control unit 424B generates a control signal for driving the door driving unit 260. The control signal is output from the operation control unit 424B to the second signal generation unit 452. The second signal generator 452 generates and outputs a drive signal for driving the door driver 260.

  As shown in FIG. 25, the door drive unit 260 retracts the right slide door 213 (1) into the casing 211 (1) in response to the drive signal from the second signal generation unit 452.

  FIG. 26 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3). With reference to FIGS. 13, 23, 25 and 26, the operation of the door pocket units 210 (1) to 210 (3) will be described.

  When the right slide door 213 (1) is accommodated in the casing 211 (1) and the left slide door 212 (2) and the right slide door 213 (2) are accommodated in the casing 211 (2), operation control is performed. The unit 424B generates a control signal for driving the housing driving unit 250. The control signal is output from the operation control unit 424B to the first signal generation unit 451. The first signal generation unit 451 generates and outputs a drive signal for driving the housing drive unit 250.

  As illustrated in FIG. 26, the housing driving unit 250 displaces the housing 211 (1) in the left direction in accordance with the driving signal from the first signal generating unit 451. As a result, the partition in front of the vehicle door OD (1) is released. Further, the housing driving unit 250 displaces the housing 211 (2) to the right. As a result, the partition in front of the passenger door TD (1) is released. In the present embodiment, the arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 26 is exemplified as the first arrangement pattern. The right direction is exemplified as the second direction.

  FIGS. 27 and 28 are schematic diagrams of arrangement patterns of the door pocket units 210 (1) to 210 (3) when the operator OP operates the operation unit 750. FIG. With reference to FIGS. 13, 23, 26 and 27, the operation of the door pocket units 210 (1) to 210 (3) will be described.

  When the operator OP operates the partition operation unit 752, a signal instructing the construction of the partition for the train TR is input from the operation unit 750 to the operation control unit 424B. The operation control unit 424B generates a control signal for controlling the housing driving unit 250. The control signal is output from the operation control unit 424B to the first signal generation unit 451. The first signal generation unit 451 generates a drive signal for driving the housing drive unit 250 according to the control signal. The housing driving unit 250 displaces the housing 211 (2) to the left by the stroke length of the left sliding door 212 and the right sliding door 213 in accordance with the drive signal (see FIG. 27).

  Thereafter, the operation control unit 424B generates a control signal for controlling the door driving unit 260. The control signal is output from the operation control unit 424B to the second signal generation unit 452. The second signal generation unit 452 generates a drive signal for driving the door drive unit 260. The door drive unit 260 causes the left slide door 212 (2) to protrude from the housing 211 (2) in accordance with the drive signal.

  Thereafter, the operation control unit 424B generates a control signal for starting power feeding to the connection driving unit 270. The control signal is output from the operation control unit 424B to the power supply control unit 425. The power supply control unit 425 controls the second power supply unit 462 according to the control signal, and opens a power supply path to the connection driving unit 270. As a result, the right slide door 213 (2) is connected to the left slide door 212 (3).

<Fourth embodiment>
FIG. 29 is a schematic block diagram illustrating a functional configuration of a movable fence system 100C according to the fourth embodiment. In FIG. 29, the same code | symbol is attached | subjected with respect to the element same as 3rd Embodiment. The description of the third embodiment is applied to elements having the same reference numerals. Differences between the third embodiment and the fourth embodiment will be described with reference to FIGS. 1, 13, and 29. In addition, the arrow represented by the solid line in FIG. 29 represents a signal transmission path. Arrows represented by dotted lines represent power supply paths. The fourth embodiment is different from the third embodiment in the releasing operation of the partition structure in front of the vehicle door.

  Similar to the third embodiment, the movable fence system 100C includes a door pocket unit 210, a power source 850, a vehicle type notification unit 550, a change notification unit 650, an operation unit 750, and a position detection unit 350. The movable fence system 100C further includes a control unit 400C. The control unit 400C corresponds to the stop detection system 410, the main control panel 420, and the sub control panels 430 (1) to 430 (N) described with reference to FIG.

  As in the third embodiment, the control unit 400C includes a storage unit 421, a position difference determination unit 423, a vehicle type determination unit 422, a power supply control unit 425, a signal generation unit 426, and a power supply unit 427. Control unit 400C further includes an operation control unit 424C.

  FIG. 30 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the train TR is stopped. With reference to FIGS. 3, 29 and 30, the arrangement pattern of the door pocket units 210 (1) to 210 (3) will be described.

  When the train TR stops, the casing 211 (1) of the door pocket unit 210 (1) is disposed in front of the vehicle door OD (1). The left sliding door 212 (1) of the door pocket unit 210 (1) protrudes leftward from the housing 211 (1). Further, the right slide door 213 (1) of the door pocket unit 210 (1) protrudes toward the door pocket unit 210 (2).

  When the train TR stops, the casing 211 (2) of the door pocket unit 210 (2) is arranged away from the casing 210 (1). The door pocket unit 210 (2) blocks the front of the passenger door TD (1). The left sliding door 212 (2) of the door pocket unit 210 (2) protrudes toward the door pocket unit 210 (1). The right sliding door 213 of the door pocket unit 210 (2) is accommodated in the housing 211 (2).

  When the train TR stops, the casing 211 (3) of the door pocket unit 210 (3) cooperates with the casing 211 (2) to form a partition for the train TR. The left slide door 212 (3) of the door pocket unit 210 (3) protrudes from the housing 211 (3) toward the door pocket unit 210 (2). The right sliding door 213 (3) of the door pocket unit 210 (3) is accommodated in the housing 211 (3).

  FIG. 31 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3) when the operator OP operates the operation unit 750. The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the operator OP operates the release operation unit 751, a signal instructing release of the partition is input from the operation unit 750 to the operation control unit 424C. The operation control unit 424C may generate a control signal instructing to stop power supply to the connection driving unit 270 in response to an input from the operation unit 750. The control signal is output from the operation control unit 424C to the power supply control unit 425. The power supply control unit 425 controls the second power supply unit 462 according to the control signal, and stops power supply to the connection driving unit 270. As a result, the connection between the right slide door 213 (1) and the left slide door 212 (2) is released. The operation control unit 424C generates a control signal for driving the door driving unit 260. The control signal is output from the operation control unit 424C to the second signal generation unit 452. The second signal generator 452 generates and outputs a drive signal for driving the door driver 260.

  As illustrated in FIG. 31, the door drive unit 260 retracts the right slide door 213 (1) into the housing 211 (1) in response to the drive signal from the second signal generation unit 452. Further, the left sliding door 212 (3) is retracted into the housing 211 (3).

  FIG. 32 is a schematic diagram of an arrangement pattern of the door pocket units 210 (1) to 210 (3). The operation of the door pocket units 210 (1) to 210 (3) will be described with reference to FIGS.

  When the right slide door 213 (1) is accommodated in the casing 211 (1) and the left slide doors 212 (2) and 212 (3) are accommodated in the casings 211 (2) and 211 (3), respectively. The operation control unit 424C generates a control signal for driving the housing driving unit 250. The control signal is output from the operation control unit 424C to the first signal generation unit 451. The first signal generation unit 451 generates and outputs a drive signal for driving the housing drive unit 250.

  As illustrated in FIG. 32, the housing driving unit 250 displaces the housing 211 (1) in the left direction in accordance with the driving signal from the first signal generating unit 451. As a result, the partition in front of the vehicle door OD (1) is released. Further, the housing driving unit 250 displaces the housing 211 (2) to the right. As a result, the partition in front of the passenger door TD (1) is released. In the present embodiment, the arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 32 is exemplified as the first arrangement pattern. The right direction is exemplified as the second direction.

<Fifth Embodiment>
FIG. 33 is a schematic block diagram illustrating a functional configuration of a movable fence system 100D according to the fifth embodiment. In FIG. 33, the same elements as those in the first embodiment are denoted by the same reference numerals. The description of the first embodiment is applied to elements having the same reference numerals. Differences between the first embodiment and the fifth embodiment will be described with reference to FIGS. 1 and 33. In addition, the arrow represented by the solid line in FIG. 33 represents a signal transmission path. Arrows represented by dotted lines represent power supply paths. The fifth embodiment is different from the first embodiment in the structure of the operation unit.

  Similarly to the first embodiment, the movable fence system 100D includes a door pocket unit 210, a power source 850, a vehicle type notification unit 550, a change notification unit 650, a control unit 400, and a position detection unit 350. The movable fence system 100D further includes an operation unit 750D.

  FIG. 34 is a schematic perspective view of the door pocket unit 210 (1). The operation unit 750D will be described with reference to FIG.

  The operation unit 750D includes a first operation unit 753 attached to the housing 211 (1) and a second operation unit 754 attached to the right slide door 213 (1). An operator can operate the first operation unit 753 and / or the second operation unit 754 to perform a necessary job. It is preferable that the 1st operation part 753 and the 2nd operation part 754 are attached to the surface always exposed during the operation | movement of the door pocket unit 210 (1). In the present embodiment, the first operation unit 753 is attached on the first surface 217 of the housing 211 (1). The second operation unit 754 is attached to the right end surface 219 of the right slide door 213 (1).

  35 and 36 are schematic layout views of the door pocket units 210 (1) to 210 (3). With reference to FIGS. 35 and 36, the operation on the operation unit 750D will be described. The arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 35 corresponds to the arrangement described with reference to FIG.

  As shown in FIG. 35, if the casing 211 (1) is disposed in front of the vehicle door OD (1), the operator can move the first operation unit 753 attached to the casing 211 (1). Easy to operate. As shown in FIG. 36, if the operator moves the casing 211 (1) to the left while the right slide door 213 (1) protrudes from the casing 211 (1), the operator Using the second operation unit 754, necessary tasks can be easily performed.

<Sixth Embodiment>
FIG. 37 is a schematic block diagram illustrating a functional configuration of the movable fence system 100E according to the sixth embodiment. In FIG. 37, the same code | symbol is attached | subjected with respect to the element same as 1st Embodiment. The description of the first embodiment is applied to elements having the same reference numerals. Differences between the first embodiment and the sixth embodiment will be described with reference to FIGS. 1 and 37. Note that the arrows shown by the solid lines in FIG. 16 represent signal transmission paths. Arrows represented by dotted lines represent power supply paths. The fifth embodiment is different from the first embodiment in the structure of the operation unit.

  Similarly to the first embodiment, the movable fence system 100E includes a door pocket unit 210, a power source 850, a vehicle type notification unit 550, a change notification unit 650, a control unit 400, and a position detection unit 350. The movable fence system 100E further includes an operation unit 750E.

  FIG. 38 is a schematic perspective view of the door pocket unit 210 (1). The operation unit 750E will be described with reference to FIG.

  The operation unit 750E includes a rail 755 attached to the housing 211 (1) and a main body 756 held by the rail 755. The main body 756 can be displaced relative to the housing 211 (1) in the horizontal direction. In the present embodiment, the operation unit 750E is attached to the casing 211 (1) using a rail 755. Alternatively, another mounting structure that can be displaced relative to the casing 211 (1) may be used for mounting the operation unit.

  39 and 40 are schematic layout views of the door pocket units 210 (1) to 210 (3). With reference to FIGS. 38 and 40, the operation on the operation unit 750E will be described. The arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 39 corresponds to the arrangement described in relation to FIG. The arrangement of the door pocket units 210 (1) to 210 (3) shown in FIG. 40 corresponds to the arrangement described in relation to FIG.

  As shown in FIG. 39, if the casing 211 (1) is disposed in front of the vehicle door OD (1), the operator can easily operate the operation unit 750E attached to the casing 211 (1). Can be operated. As shown in FIG. 40, if the casing 211 (1) is moved to the left, the operator uses the rail structure described with reference to FIG. It can be made to protrude from 1). As a result, the operator can easily perform necessary tasks by operating the main body 756.

  In the various embodiments described above, the arrangement pattern when the train stops is determined according to the type of train. However, the principle of the above-described embodiment is not limited to the initial setting of the arrangement pattern according to the type of train. If the above-described movable fence system is used for the same type of train, the initial arrangement pattern may be determined for the same type of train.

  The principle of the present embodiment is suitably used for facilities that partition a space where a vehicle exists and a space where a human exists to provide safe operation of the vehicle.

100, 100A, 100B, 100C, 100D, 100E ... Movable fence system 200 ... Partition mechanism 210 ... door pocket unit 211 ...・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Cabinet 212 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Left Slide door 213 ... Right slide door 217 ... ······························· First surface 400, 400A, 400B, 400C ....・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・・ ・ Operation unit 753 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ First operation unit 754 ... 2nd operation part OD ...・ ・ ・ ・ ・ ・ Vehicle door TD ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Entrance door

Claims (12)

A vehicle door for opening and closing the operating chamber, and track space vehicle enters with a passenger door formed next to the vehicle door, movable fence system that partitions a waiting space and used to wait for the vehicle Because
When the vehicle is stopped, separates a first door guards unit disposed adjacent to the vehicle door, the track space in front of the first door pocket unit in cooperation with the passenger door and the said waiting space A partition mechanism including a second door pocket unit;
A control unit for controlling the partitioning mechanism,
And an operation portion attached to the first door pocket unit to give an instruction to the control unit,
The control unit controls the partition mechanism, the first door pocket unit and the second door pocket unit are separated from each other, and the first arrangement pattern that releases the partition in front of the vehicle door and the passenger door, and the first A second arrangement pattern in which two door-bag units partition the front of the passenger door, and the first door-bag unit is separated from the second door-bag unit in front of the vehicle door, and the partition in front of the vehicle door is released; , have line sequentially produce control,
The first door pocket unit includes a first housing, a first protruding position protruding from the first housing toward the second door pocket unit, and a first retracted position retracted to the first housing. A first main door portion that is displaced,
The second door pocket unit includes a second housing, a second protruding position protruding from the second housing toward the first door bag unit, and a second retracted position retracted to the second housing. A second main door portion that is displaced,
The partition mechanism is configured to displace the first main door portion to the first retracted position under the control of the control unit, and to move the first housing in a first direction away from the second door pocket unit. Displacement of the first housing creates the first arrangement pattern, displaces the second housing in the first direction, and displaces the second main door portion to the second protruding position. The movable fence system which produces the said 2nd arrangement pattern by making it . When the vehicle is stopped, the first main door unit, the first is placed in the projecting position, and said first housing, movable according to claim 1 which is disposed in front of the vehicle door Fence system. When the vehicle stops, the second main door portion is disposed at the second protruding position,
The partition mechanism, under control of the control unit, the second by 2 main door unit to be displaced in the second retracted position, the movable fence system according to claim 2, out to make a first arrangement pattern. If the operation unit is operated after the second arrangement pattern is created, the control unit controls the partition mechanism to displace the first main door unit to the first protruding position.
The movable fence system according to claim 2 or 3 . While the second arrangement pattern is created, the first door pocket unit is stationary.
The movable fence system according to claim 1 . The partition mechanism includes a third door-bag unit arranged next to the second door-bag unit,
The third door pocket unit, the first door pocket unit and in cooperation with the second door pocket unit which is disposed between the third door pocket unit, partition and said trajectory space the waiting space,
The second door pocket unit is a sub-door that is displaced between an exposed position exposed from the second housing on the side opposite to the second main door portion and a housing position accommodated in the second housing. Part
In response to the displacement of the second housing in the first direction, the sub-door portion is displaced from the accommodation position to the exposed position, and the orbital space and the standby space cooperate with the third door pocket unit. And
The movable fence system according to claim 1 or 5. When the vehicle stops, the sub door portion is disposed at the exposed position,
The partition mechanism is configured to displace the second housing in a second direction opposite to the first direction under the control of the control unit, and to displace the sub door to the accommodation position. The movable fence system according to claim 6, wherein the first arrangement pattern is created. The partition mechanism is displaced between a third housing, a third retracted position retracted into the third protruding position and the third housing protrudes toward the second door pocket unit from said third enclosure A third doorcase unit having a third main door portion,
The third door pocket unit, the first door pocket unit and in cooperation with the second door pocket unit which is disposed between the third door pocket unit, partition and said trajectory space the waiting space,
In response to the displacement of the second casing in the first direction, the third main door portion is displaced from the third retracted position to the third protruding position, and cooperates with the second door pocket unit. Partitioning the orbital space and the standby space
The movable fence system according to claim 1 or 5. The operation unit is attached to the first housing.
The movable fence system of any one of Claims 1 thru | or 8. The first housing includes a facing surface facing the vehicle,
The movable fence system according to claim 9, wherein the operation unit is exposed from the facing surface. The operation part includes a first operation part attached to the first housing and a second operation part attached to the first main door part.
The movable fence system of any one of Claims 1 thru | or 8.   The movable fence system according to claim 9, wherein the operation unit is formed to be relatively displaceable with respect to the first housing.

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