JP6612088B2 - Control system - Google Patents

Description

  The present invention relates to a control system for controlling a platform fence installed on a platform.

  Platform fences are used at various stations. The platform fence isolates passengers on the platform from the track space through which the train passes. As a result, the passenger is appropriately protected by the platform fence (see Patent Documents 1 and 2).

  As a platform fence, a platform door including a left slide door, a right slide door, a left door bag body, and a right door bag body is known. The left sliding door is accommodated in the left door bag. The right sliding door is accommodated in the right door bag disposed on the right side of the left door bag. A gate space for allowing passengers to pass between the train and the platform is defined between the left door bag and the right door bag. When the left sliding door is displaced to the right from the left door bag, and the right sliding door protrudes to the left from the right door bag, the gate space is closed.

US Pat. No. 8,387,541 JP-A-2015-85883

  At a station where a fixed position stop device (TASC) for stopping the train at an appropriate position is provided, the stop position of the train is substantially constant. Therefore, the change in the train entrance / exit mainly depends on the train composition. In this case, the designer who designs the platform door can determine the distance between the left door bag body and the right door bag body in consideration of the organization of the train that stops at the station. The disclosed techniques of Patent Documents 1 and 2 described above are suitable for a station where a fixed position stop device is provided.

  However, in the absence of the fixed position stop device, the operation error of the driver who operates the train becomes a non-negligible factor for the design of the arrangement interval of the door pockets. Therefore, the designer may arrange the right door bag body far away from the left door bag body. In this case, the left sliding door and the right sliding door need to be displaced over a long distance. This means that it takes a long time to change the state of the gate space between the closed state and the open state.

  An object of this invention is to provide the technique which can respond appropriately to the big fluctuation | variation of the stop position of a train in a wide gate space, and can shorten the opening / closing control of a platform fence.

The control system which concerns on 1 aspect of this invention controls the platform fence which prescribes | regulates the gate space which accepts a passenger's traffic on a platform. The control system includes: a detection unit that detects a stop position of a train; and an adjustment unit that adjusts a width of the gate space according to the stop position and defines the gate space before the entrance of the train. The platform fence includes a first door bag body installed on the platform, a second door bag body disposed next to the first door bag body, and the first door bag body toward the second door bag body. The first displacement fence operable to project and the second displacement bag body to project from the second door bag body toward the first door bag body, in cooperation with the first displacement fence, the gate space. A second displaceable fence that can be closed, and the adjustment unit is configured to cooperate with the first displaceable fence and the second displaceable fence to move the first displaceable fence from a position where the gate space is closed; The amount of displacement in the opening direction of each second displacement fence depends on the stop position. And adjusting the width of the gate space, and when the stop position is separated from the reference position within a first distance, the adjustment unit sets a first value as the displacement amount, said stop position, when from the reference position are separated by a long second distance greater than said first distance, said adjustment unit, to set the large second value than the first value as said displacement.

  According to the above configuration, the adjustment unit adjusts the width of the gate space according to the stop position of the train, so that the gate space appropriately corresponds to a large variation in the stop position of the train, It is prescribed. Since the width of the gate space is appropriately adjusted by the adjusting unit, the time required for the opening / closing control of the platform rail is not excessively long.

In addition , the adjustment unit adjusts the displacement amount of each of the first displacement fence toward the first door bag body and the second displacement fence toward the second door bag body according to the stop position of the train, and changes the width of the gate space. The designer who designs the platform fence may install the first door bag body at a position far away from the second door bag body.

Further , when the stop position is separated from the reference position by a second distance longer than the first distance, the adjustment unit sets a second value larger than the first value with respect to the displacement amount. The gate space can be defined in front of the entrance / exit in response to the change in the stop position of the entrance / exit.

The adjustment unit sets the first value when the deviation between the stop position and the reference position is within the first distance, the deviation between the stop position and the reference position exceeds the first distance, and Since the second value is set when the distance is within the second distance, the adjustment unit appropriately adjusts the gate space in response to the change in the stop position of the entrance / exit, without requiring complicated calculation processing. Can be specified before.

  In the above configuration, the first displacement fence may be separated from the second door bag body at a first speed and may approach the second door bag body at a second speed lower than the first speed.

  According to the above configuration, since the first displacement fence is separated from the second door bag body at the first speed larger than the second speed, the platform fence quickly defines the gate space in response to the stop of the train. Can do. Since the first displacement fence approaches the second door bag body at a second speed lower than the first speed, the platform fence can safely close the gate space.

  The said structure WHEREIN: The said detection part may detect the stop position of the head vehicle of the said train as said stop position.

  According to the above configuration, since the detection unit detects the stop position of the leading vehicle of the train as the stop position of the train, a simplified detection device can be used as the detection unit.

  In the above configuration, the detection unit may include a lateral distance sensor.

  According to the above configuration, since the detection unit includes the side distance sensor, the adjustment unit can appropriately adjust the width of the gate space.

  The above-described control system can appropriately cope with large fluctuations in the stop position of the entrance / exit.

It is a schematic block diagram showing the functional composition of the control system of a 1st embodiment. It is the schematic of a platform fence (2nd Embodiment). It is the schematic showing the formation operation of gate space. It is a schematic top view of a platform (3rd Embodiment). It is a schematic block diagram of an exemplary functional configuration of a distance measuring sensor (fourth embodiment). It is a schematic block diagram of an exemplary functional configuration of the adjustment unit. It is a schematic top view of a platform (5th Embodiment). It is a schematic block diagram of an exemplary functional configuration of the adjustment unit. It is a door operation | movement diagram of the platform fence which operate | moves under a control system (6th Embodiment). It is a door operation | movement diagram of the platform fence which operate | moves under a control system (6th Embodiment).

<First Embodiment>
The wide gate space allows a large error in the stop position of the train from the reference position. However, the formation of a wide gate space requires a quick operation of the platform fence. If the platform fence operates at high speed, the platform fence will face safety challenges. The inventors have developed a safe control system that can provide a wide gate space. In the first embodiment, an exemplary control system is described.

  FIG. 1 is a schematic block diagram illustrating a functional configuration of a control system 100 according to the first embodiment. A control system 100 is described with reference to FIG.

  The control system 100 controls the operation of a platform fence PFF installed on a platform (not shown). When a train (not shown) stops next to the platform, the platform fence PFF forms a gate space (not shown) in front of the train entrance (not shown) under the control of the control system 100. Passengers can travel between trains and platforms through the gates and gate spaces. The principle of this embodiment is applicable to various known platform fences. The platform fence PFF may have a structure having a door that is displaced in the horizontal direction. Alternatively, the platform fence PFF may have a structure having gate bars that are displaced in the horizontal direction. Therefore, the principle of this embodiment is not limited to the specific structure of the platform fence PFF.

  The control system 100 includes a detection unit 200 and an adjustment unit 300. The detection unit 200 detects a stop position of the train. Then, the detection unit 200 generates stop position information regarding the stop position of the train. The stop position information is output from the detection unit 200 to the adjustment unit 300. The adjustment unit 300 refers to the stop position information and determines the width of the gate space. The adjustment unit 300 generates a request signal that requests to form a gate space having the determined width. The request signal is output from the adjustment unit 300 to the platform fence PFF. The platform fence PFF forms a gate space having a determined width in front of the train entrance and exit in response to a request signal.

  The stop position information may include error information related to a stop position error between the reference position and the actual stop position. In this case, the detection unit 200 may calculate a stop position error.

  The stop position information may not include error information regarding the stop position error. In this case, the adjustment unit 300 may calculate a stop position error.

  If the error information represents a large stop position error, the adjustment unit 300 may set a large value as the width of the gate space. As a result, the platform fence PFF can form a wide gate space.

  If the error information represents a small stop position error, the adjustment unit 300 may set a small value as the width of the gate space. As a result, the platform fence PFF can form a narrow gate space.

  Under the adjustment of the width of the gate space according to the stop position error, the platform fence PFF forms a narrow gate space unless the train stop position deviates greatly from the reference position. Therefore, in many cases, quick operation is not required for the platform fence PFF. As a result, the platform fence PFF can operate safely.

  The relationship between the stop position error and the value set as the width of the gate space by the adjustment unit 300 may be defined by a predetermined function. Alternatively, the adjustment unit 300 may determine the width of the gate space according to a predetermined threshold value determined for the stop position error. The principle of this embodiment is not limited to a specific method for determining the width of the gate space.

  Various known sensor devices can be used as the detection unit 200. The detection unit 200 may be a sensor (for example, a distance measuring sensor) that detects the position of a specific vehicle (for example, the first vehicle or the last vehicle) of the train. Alternatively, the detection unit 200 may be a plurality of reflective sensors aligned in the traveling direction of the train. In this case, the plurality of reflective sensors emit light toward the side surface of the train (that is, a surface substantially parallel to the traveling direction of the train). As a result, the plurality of reflective sensors are divided into a sensor group that receives the reflected light from the side surface of the train and a sensor group that does not receive the reflected light. The stop position of the train may be determined by the boundary between these sensor groups. The principle of this embodiment is not limited to a specific detection technique for detecting the stop position of a train.

Second Embodiment
The control principle described in relation to the first embodiment can be applied to a platform fence including a plurality of door units. In the second embodiment, exemplary control for a platform fence including a plurality of door units will be described.

  FIG. 2 is a schematic view of the platform fence PFF. With reference to FIG.1 and FIG.2, the platform fence PFF is demonstrated.

  The platform fence PFF may comprise a plurality of door units aligned along the edge of the platform PLF. FIG. 2 schematically shows the door unit DRU1 as one of the plurality of door units, and the door unit DRU2 as another one of the plurality of door units. The door unit DRU1 is arranged on the left side of the door unit DRU2.

  Door unit DRU1 includes a door pocket SC1, a left door LD1, and a right door RD1. The door bag body SC1 is installed on the platform PLF. The left door LD1 can be displaced substantially horizontally between an accommodation position accommodated in the door pocket body SC1 and a protruding position protruding leftward from the door pocket body SC1. The right door RD1 can be displaced substantially horizontally between an accommodation position accommodated in the door pocket body SC1 and a protruding position protruding rightward from the door pocket body SC1. In the present embodiment, the first door bag body is exemplified by the door bag body SC1.

  Door unit DRU2 includes door pocket SC2, left door LD2, and right door RD2. The door bag body SC2 is installed on the platform PLF. The left door LD2 can be displaced substantially horizontally between an accommodation position where the left door LD2 is accommodated in the door pocket body SC2 and a protruding position where the left door LD2 protrudes leftward from the door pocket body SC2. The right door RD2 can be displaced substantially horizontally between an accommodation position accommodated in the door pocket SC2 and a protruding position protruding rightward from the door pocket SC2. In the present embodiment, the second door bag body is exemplified by the door bag body SC2.

  The right door RD1 of the door unit DRU1 includes a right edge REG extending substantially vertically. The left door LD2 of the door unit DRU2 includes a left edge LEG extending substantially vertically. FIG. 2 shows the spacing between the right edge REG and the left edge LEG with the symbol “W”. The symbol “W” represents the width of the gate space described in connection with the first embodiment. The adjusting unit 300 described with reference to FIG. 1 adjusts the value of the symbol “W”.

  Before the train stops, the right door RD1 of the door unit DRU1 protrudes toward the door unit DRU2. At this time, the left door LD2 of the door unit DRU2 protrudes toward the door unit DRU1. As a result, the right edge REG of the right door RD1 contacts the left edge LEG of the left door LD2 and closes the gate space (ie, W = 0). In the present embodiment, the first displacement fence is exemplified by the right door RD1. The second displacement fence is exemplified by the left door LD2.

  FIG. 3 is a schematic diagram illustrating the operation of forming the gate space. The gate space forming operation will be described with reference to FIGS.

  Section (A) of FIG. 3 schematically shows the platform fence PFF before the train stops. The platform fence PFF shown in section (A) of FIG. 3 closes the gate space. Section (B) and section (C) of FIG. 3 schematically show the platform fence PFF after the train stops. The platform fence PFF shown in section (B) and section (C) of FIG. 3 opens the gate space.

  Section (B) of FIG. 3 schematically shows the platform fence PFF when the stop position error is small. Section (C) of FIG. 3 schematically shows the platform fence PFF when the stop position error is large.

  When the stop position error is small, the adjustment unit 300 determines that the right door RD1 of the door unit DRU1 is displaced by the displacement amount A toward the door bag SC1. At the same time, the adjustment unit 300 determines to displace the left door LD2 of the door unit DRU2 by the displacement amount B toward the door bag body SC2. As a result, the right door RD1 is displaced leftward and is partially accommodated in the door pocket SC1. The left door LD2 is displaced to the right and is partially accommodated in the door pocket SC2. The adjustment unit 300 may set the same value as the displacement amount B for the displacement amount A. Alternatively, the adjustment unit 300 may set a value for the displacement amount A that is different from the displacement amount B. The displacement amounts A and B may be set such that a gate space having a width approximately half of the maximum gate space allowed by the platform fence PFF is formed.

  When the stop position error is large, the adjustment unit 300 determines that the right door RD1 of the door unit DRU1 is displaced toward the door body SC1 by a displacement amount C larger than the displacement amount A. At the same time, the adjustment unit 300 determines that the left door LD2 of the door unit DRU2 is displaced toward the door bag SC2 by a displacement amount D larger than the displacement amount B. As a result, the right door RD1 is displaced to the left, and most of the right door RD1 is accommodated in the door pocket SC1. The left door LD2 is displaced to the right, and most of the left door LD2 is accommodated in the door pocket SC2. The adjustment unit 300 may set the same value as the displacement amount D for the displacement amount C. Alternatively, the adjusting unit 300 may set a value different from the displacement amount D for the displacement amount C. The displacement amounts C and D may be set so that a gate space having the maximum width allowed by the platform fence PFF is formed.

<Third Embodiment>
A designer who builds a control system may apply an optical detection technique to the detection unit described in relation to the first embodiment. For example, the designer can use a sensor device that emits laser light for the detection unit. Since the laser light is likely to be reflected by the front of the train, the sensor device can easily receive the reflected light from the front of the train. If the band of laser light is properly selected, the sensor device can detect the position of the front of the train with little influence from environmental disturbance factors (eg, external light). In the third embodiment, a detection unit to which an optical detection technique is applied will be described.

  FIG. 4 is a schematic plan view of the platform PLF. A technique for optically detecting the front FSF of the train TRN will be described with reference to FIGS. 1 and 4.

  FIG. 4 shows a distance measuring sensor 210 disposed on the platform PLF. The distance measuring sensor 210 corresponds to the detection unit 200 described with reference to FIG.

  The distance measuring sensor 210 emits laser light. The distance measuring sensor 210 then changes the laser light emission direction to the horizontal direction. As a result, the front surface FSF of the train TRN is scanned with the laser light. The fan-shaped area shown in FIG. 4 is a detection area defined by a laser beam scanning operation.

  When the train TRN stops at the reference position CRP, the angle range α of the laser beam scanning operation and the laser beam are obtained so that a scan length sufficient to detect the position of the front FSF of the front vehicle of the train TRN is obtained. May be determined. As a result, the scanning length of the laser light on the front surface FSF becomes long, so that the distance measuring sensor 210 can accurately measure the position of the front surface FSF.

  The irradiation position of the laser light from the distance measuring sensor 210 may be determined so as to match the shape of the front surface FSF of the train TRN. As long as the distance measuring sensor 210 can stably receive the reflected light of the laser beam, the principle of the present embodiment is not limited to a specific irradiation position of the laser beam.

  The distance measuring sensor 210 may measure the distance from the reference position CRP to the front surface FSF based on the TOF detection technology. As described above, since the linear scanning region extending in the horizontal direction is set, the distance measuring sensor 210 can accurately measure the distance from the reference position CRP to the front surface FSF of the train TRN.

<Fourth embodiment>
As described in relation to the third embodiment, the distance measuring sensor can be suitably used as a detection unit. Since the distance measurement sensor can output data that numerically represents the error of the stop position of the train from the reference position, the adjustment unit uses the data from the distance measurement sensor to appropriately adjust the width of the gate space. Can be set. In the fourth embodiment, an exemplary technique for setting the width of the gate space is described.

  FIG. 5 is a schematic block diagram illustrating an exemplary functional configuration of the distance measuring sensor 210. The distance measuring sensor 210 will be described with reference to FIGS. 1, 4, and 5.

  The distance measuring sensor 210 includes an emission unit 220 and a signal processing unit 230. The laser beam described in connection with the third embodiment is emitted from the emission unit 220. The laser light is reflected by the front FSF of the train TRN and enters the signal processing unit 230 as reflected light. The signal processing unit 230 generates error information indicating the distance between the reference position CRP and the front surface FSF of the train TRN based on the TOF detection technology.

  The emission unit 220 includes a laser light generation unit 221 and a direction change unit 222. The laser light generator 221 generates laser light. The direction changing unit 222 changes the emission direction of the laser light in the horizontal direction. As a result, the distance measuring sensor 210 can execute the scanning operation described in relation to the third embodiment.

  The laser beam generator 221 may generate two laser beams. One of the two laser beams is emitted to the front FSF of the train TRN as described in connection with the third embodiment. The other of the two laser beams is emitted to the signal processing unit 230 as reference light.

  The laser light generation unit 221 may include a laser diode or a modulation element that AM modulates the laser light. Various optical structures that can acquire error information indicating the distance between the reference position CRP and the front surface FSF of the train TRN based on the TOF detection technology may be applied to the laser light generation unit 221. Therefore, the principle of the present embodiment is not limited to the specific structure of the laser beam generator 221.

  The direction changing unit 222 may include various optical elements such as a mirror and a lens, and a driving element that drives these optical elements. Various optical structures that can change the emitting direction of the laser light may be applied to the direction changing unit 222. Therefore, the principle of the present embodiment is not limited to the specific structure of the direction changing unit 222.

  The signal processing unit 230 includes a light receiving unit 231, an error information generation unit 232, and a signal generation unit 233. One of the two laser beams generated by the emission unit 220 is reflected by the front surface FSF of the train TRN. The laser light then enters the light receiving unit 231 as reflected light. The other of the two laser beams generated by the emission unit 220 is directly emitted from the laser beam generation unit 221 to the light receiving unit 231 as reference light. The light receiving unit 231 converts the reflected light and the reference light into electrical signals. The electrical signal is output from the light receiving unit 231 to the error information generating unit 232. The error information generation unit 232 calculates a phase difference between the reflected light and the reference light from the electric signal, and generates error information indicating the distance between the reference position CRP and the front surface FSF of the train TRN. The error information is output from the error information generation unit 232 to the signal generation unit 233. Various arithmetic techniques may be applied to generate error information. The principle of this embodiment is not limited to a specific calculation technique for generating error information.

  The signal generation unit 233 generates an error information signal representing error information. If the distance measuring sensor 210 is connected to the adjustment unit 300 in a wired manner, the error information signal may be an electrical signal. In other cases, the error information signal may be a radio signal. The principle of this embodiment is not limited to a specific type of error information signal.

  FIG. 6 is a schematic block diagram of an exemplary functional configuration of the adjustment unit 300A. The adjustment unit 300A will be described with reference to FIGS. 1, 3, and 6.

  The adjustment unit 300A can be used as the adjustment unit 300 described with reference to FIG. The adjustment unit 300A includes a reception unit 310, a width calculation unit 320, and a drive signal generation unit 330.

  The receiving unit 310 receives an error information signal. If the error information signal is a radio signal, the receiving unit 310 may be a general RF receiver. If the error information signal is a wired signal, a general connector element may be used. The principle of this embodiment is not limited to a specific element used as the receiving unit 310.

  The error information signal is input to the width calculation unit 320 through the reception unit 310. The width calculator 320 determines the displacement amount of the right door RD1 (see FIG. 3) and the left door LD2 (see FIG. 3) from the error information included in the error information signal. The width calculator 320 may determine the amount of displacement using an increase function IFC that uses an error in the stop position of the train from the reference position as a variable. In this case, the displacement amounts A, B, C, and D described with reference to FIG. 3 may be expressed by the following mathematical expressions.

  The width calculation unit 320 may be a CPU (Central Processing Unit) or another calculation circuit that executes a program designed for calculation processing represented by the above mathematical formula. The principle of this embodiment is not limited to a specific computing element used as the width computing unit 320.

  In the present embodiment, the first distance is exemplified by “ERR1” in the above formula. The first value is exemplified by the displacement amount A. The second distance is exemplified by “ERR2” in the above formula. The second value is exemplified by the displacement amount C.

  Data regarding the amount of displacement determined by the width calculator 320 is output to the drive signal generator 330. The drive signal generator 330 generates a drive signal that requests the determined amount of displacement. The drive signal is output from the drive signal generator 330 to the platform fence PFF. The platform fence PFF displaces the right door RD1 and the left door LD2 according to the drive signal. When the width calculator 320 sets the displacement amounts A and B to the right door RD1 and the left door LD2, respectively, the platform fence PFF is in the state shown in section (B) of FIG. When the width calculator 320 sets the displacement amounts C and D to the right door RD1 and the left door LD2, respectively, the platform fence PFF is in the state shown in the section (C) of FIG.

  The drive signal generation unit 330 may be a general signal generation circuit. The principle of this embodiment is not limited to a specific technique for generating a drive signal.

<Fifth Embodiment>
The control principle described in connection with the fourth embodiment uses the error in the stop position of the train from the reference position to calculate the width of the gate space, so that the calculation processing load increases. If the width of the gate space is determined based on a threshold value set for the error in the stop position of the train from the reference position, the processing load is reduced. In the fifth embodiment, a technique for determining the width of the gate space based on a threshold value set for an error in the stop position of the train from the reference position will be described.

  FIG. 7 is a schematic plan view of the platform PLF. The signal processing executed by the signal processing unit 230 will be described with reference to FIGS.

  As shown in FIG. 7, the distance measuring sensor 210 is disposed on the platform PLF. FIG. 7 shows the train TRN just before the stop. In front of the train TRN, a rectangular area DTA drawn by a dotted line is shown. When the front surface FSF of the train TRN is stopped in the rectangular area DTA, the light receiving unit 231 can appropriately receive the reflected light from the front surface FSF. If the front surface FSF of the train TRN is behind the rectangular area DTA, the light receiving unit 231 cannot receive reflected light having sufficient intensity to appropriately generate error information. If the front surface FSF of the train TRN is ahead of the rectangular area DTA, the laser light emitted from the emission unit 220 is not appropriately irradiated to the front surface FSF.

  The rectangular area DTA is conceptually divided into a rear area, an intermediate area, and a front area. FIG. 7 represents the reference position CRP by a dotted line that crosses the intermediate region. The intermediate area is set around the reference position CRP. FIG. 7 represents the reference position CRP with a coordinate value of “0”. When the front surface FSF of the train TRN stops on the reference position CRP, the error information generation unit 232 generates error information indicating a value of “0”. The coordinate system used in this embodiment is intended to clarify the explanation. Therefore, the coordinate system shown in FIG. 7 does not limit the principle of this embodiment at all.

  FIG. 7 represents the boundary between the intermediate region and the rear region with a coordinate value of “+ X1”. FIG. 7 represents the boundary between the intermediate region and the front region with a coordinate value of “−X1”. FIG. 7 represents the rear edge of the rear region (the edge farthest from the reference position CRP) by the coordinate value “+ X2”. FIG. 7 represents the front edge of the front area (the edge farthest from the reference position CRP) by the coordinate value of “−X2”. When the front surface FSF of the train TRN stops in the rear region, the error information generation unit 232 generates error information that is greater than the coordinate value of “+ X1” and represents a value that is equal to or less than “+ X2”. When the front FSF of the train TRN stops in the front area, error information representing a negative value that is larger than the absolute value of the coordinate value of “−X1” and has an absolute value equal to or smaller than the absolute value of “−X2”. Generate. When the front FSF of the train TRN stops in the intermediate region, error information representing values in the range from the coordinate value of “−X1” to the coordinate value of “+ X1” is generated. In the present embodiment, the first distance is exemplified by a distance represented by absolute values of the coordinate values of “+ X1” and “−X1”. The second distance is exemplified by the distance represented by the absolute value of the coordinate values of “+ X2” and “−X2”.

  The error information is output from the error information generation unit 232 to the signal generation unit 233. If the error information represents a value in the range from the coordinate value “−X1” to the coordinate value “+ X1”, the signal generation unit 233 generates the first signal as the error information signal. When the error information is greater than the coordinate value of “+ X1” and represents a value less than or equal to the coordinate value of “+ X2”, or the error information is smaller than the coordinate value of “−X1” and “−X2” When representing a value greater than the coordinate value, the signal generation unit 233 generates the second signal as the error information signal.

  When the front surface FSF of the train TRN stops at a position deviating from the rectangular area DTA, the light receiving unit 231 does not appropriately receive the reflected light, and thus the error information generation unit 232 cannot appropriately generate error information. In this case, the error information generation unit 232 requests the signal generation unit 233 to generate a warning signal as an error information signal.

  FIG. 8 is a schematic block diagram of an exemplary functional configuration of the adjustment unit 300B. The adjustment unit 300B will be described with reference to FIGS. 1, 3, 7, and 8. The same code | symbol is attached | subjected with respect to the element which has the same function as 4th Embodiment. The description of the fourth embodiment is applied to elements having the same reference numerals.

  The adjustment unit 300B can be used as the adjustment unit 300 described with reference to FIG. Similar to the fourth embodiment, the adjustment unit 300 </ b> B includes a reception unit 310 and a drive signal generation unit 330. The description of the fourth embodiment is incorporated in these elements.

  Adjustment unit 300B further includes a signal determination unit 320B. The error information signal is input to the signal determination unit 320B through the reception unit 310. The signal determination unit 320B determines whether the error information signal is a first signal, a second signal, or a warning signal.

  If the error information signal is the first signal, the signal determination unit 320B sets the right door RD1 (see FIG. 3) and the left door by the displacement amounts A and B (see FIG. 3) set as fixed values. The drive signal generator 330 is requested to displace the LD 2 (see FIG. 3). The drive signal generation unit 330 generates a drive signal in response to a request from the signal determination unit 320B. As a result, the right door RD1 and the left door LD2 are displaced by the displacement amounts A and B. In this case, the platform fence PFF is in the state shown in section (B) of FIG. In the present embodiment, the first value is exemplified by the displacement amount A set as a fixed value.

  If the error information signal is the second signal, the signal determination unit 320B displaces the right door RD1 and the left door LD2 by the displacement amounts C and D (see FIG. 3) set as fixed values. The drive signal generation unit 330 is requested. The drive signal generation unit 330 generates a drive signal in response to a request from the signal determination unit 320B. As a result, the right door RD1 and the left door LD2 are displaced by the displacement amounts C and D. In this case, the platform fence PFF is in the state shown in section (C) of FIG. In the present embodiment, the second value is exemplified by the displacement amount C set as a fixed value.

  If the error information signal is a warning signal, the drive signal generator 330 notifies the platform fence PFF that the front FSF of the train TRN (see FIG. 7) has not stopped within the rectangular area DTA. . In this case, the platform fence PFF executes a predetermined warning process instead of the displacement of the right door RD1 and the left door LD2, and notifies the driver of the train TRN that the train TRN is not stopped at an appropriate position. May be. The principle of this embodiment is not limited to the specific warning process of the platform fence PFF.

<Sixth Embodiment>
The present inventors have found that the speed of the door when opening the gate space is preferably set to a high value from the viewpoint of following the opening operation of the train entrance / exit. In view of the collision energy between the door and the human, the present inventors have found that the speed when closing the gate space is preferably set to a low value. In the sixth embodiment, a door displacement operation that differs in displacement speed between when the gate space is opened and when the gate space is closed will be described.

  9A and 9B are door operation diagrams of a platform fence PFF operating under a control system constructed by the inventors based on the principles of the various embodiments described above. The displacement speed of the right door RD1 will be described with reference to FIGS. 3 and 8 to 9B.

  As described in relation to the fifth embodiment, the right door RD1 (see FIG. 3) is displaced according to the drive signal from the drive signal generation unit 330 (see FIG. 8). FIG. 9A shows a change in speed of the right door RD1 when the right door RD1 closes the gate space. When the gate space is closed, the right door RD1 is displaced toward the door pocket SC2 (see FIG. 3). FIG. 9B shows a change in speed of the right door RD1 when the right door RD1 opens the gate space. When the gate space is opened, the right door RD1 is displaced toward the door pocket SC1 (see FIG. 3).

  As shown in FIG. 9A, when the gate space is closed, it takes 1.2 seconds for the right door RD1 to be displaced by 500 mm. As shown in FIG. 9B, when the gate space is opened, it takes 0.9 seconds for the right door RD1 to be displaced by 500 mm. 9A and 9B, the drive signal generator 330 generates the drive signal so that the right door RD1 is displaced more slowly when closing the gate space than when opening the gate space. Good. In the present embodiment, the first speed is exemplified by the speed of the right door RD1 shown in FIG. 9B. The second speed is exemplified by the speed of the right door RD2 shown in FIG. 9A.

  The first speed and the second speed may be defined as the speed of the right door RD1 that is in a substantially steady state. Alternatively, other suitable definitions such as the average speed during the displacement of the right door RD1 may be given for the first speed and the second speed. The principle of this embodiment is not limited to a specific definition for the first speed and the second speed.

  A designer can design various control systems according to the design principles described in connection with the various embodiments described above. Some of the various features described in connection with one of the various embodiments described above may be applied to the control system described in connection with another embodiment.

  The designer may add various functions to the control structure described in connection with the various embodiments described above. For example, the designer may incorporate a function of detecting the presence of a person between the right door RD1 (see FIG. 3) and the train TRN (see FIG. 4). In this case, the platform fence PFF (see FIG. 3) may emit a warning sound or perform other warning operations.

  The designer can design various control systems according to the principles described in connection with the various embodiments described above. Some of the various features described in connection with one of the various embodiments described above may be applied to the control system design described in connection with another embodiment. .

  The principles of the various embodiments described above are preferably used in the design of station equipment.

100 ... Control system 200 ... Detector 210 ... ······························································· range sensor 300, 300A, 300B ...・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Displacement amount DRU1, DRU2 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Door unit PLF ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・・ ・ Platform PFF ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Platform fence RD1 ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Right door LD2・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Left Door TRN ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ Train

Claims (4)

A control system for controlling a platform fence that defines a gate space that allows passengers to come and go on the platform,
A detection unit for detecting the stop position of the train;
Adjusting the width of the gate space according to the stop position, and including an adjustment unit for defining the gate space in front of the entrance of the train ,
The platform fence protrudes from the first door bag body toward the second door bag body, a first door bag body disposed on the platform, a second door bag body arranged next to the first door bag body, and the second door bag body. A first displaceable fence that is operable to move, an operation that projects from the second door bag body toward the first door bag body, and closes the gate space in cooperation with the first displaceable fence member A second displacement fence capable of
The adjusting unit is configured to calculate a displacement amount in an opening direction of each of the first displacement fence and the second displacement fence from a position where the gate space is closed by cooperation of the first displacement fence and the second displacement fence. Adjust according to the stop position, change the width of the gate space,
When the stop position is away from the reference position within a first distance, the adjustment unit sets a first value as the displacement amount,
Said stop position, when from the reference position are separated by a long second distance greater than the first distance, wherein the adjustment unit, the control system to set the larger second value than the first value as said displacement . 2. The control system according to claim 1 , wherein the first displacement fence is separated from the second door bag body at a first speed and approaches the second door bag body at a second speed lower than the first speed. . The detection unit, the control system according to claim 1 or 2 for detecting the stop position of the leading vehicle of the train as the stop position. The control system according to claim 3 , wherein the detection unit includes a lateral distance sensor.

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