JP2005247216A - Automatic train controlling device - Google Patents

Automatic train controlling device Download PDF

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JP2005247216A
JP2005247216A JP2004062839A JP2004062839A JP2005247216A JP 2005247216 A JP2005247216 A JP 2005247216A JP 2004062839 A JP2004062839 A JP 2004062839A JP 2004062839 A JP2004062839 A JP 2004062839A JP 2005247216 A JP2005247216 A JP 2005247216A
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speed
power receiving
train
atc
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JP4514479B2 (en
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Masami Tobioka
正己 飛岡
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Mitsubishi Electric Corp
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Abstract

<P>PROBLEM TO BE SOLVED: To detect a failure such as a break generated in a transmission system from a power receiving coil. <P>SOLUTION: In the automatic train controlling device, an ATC signal sent to a track circuit is received by power receiving coils 1a, 2a mounted on a train, and speed checking means 9a, 9b compare the speed of the train and a regulation speed of the ATC signal and control the speed of the train so as not to exceed the regulation speed. The automatic train controlling device comprises test coils 1b, 2b disposed so as to be electromagnetically united with the power receiving coils 1a, 2a; an inspection signal generating means 3 outputting an inspection signal to the testing coils 1b, 2b, and transmitting the inspection signal to the power receiving coils 1a, 2a by induction; and signal distinguishing means 8a, 8b for determining that abnormal condition occurs in the transmission system to which the ATC signal is inputted when the inspection signal transmitted to the power receiving coils 1a, 2a through the test coils 1b, 2b though the inspection signal outputted from the inspection signal generating means 3. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

この発明は、列車に搭載されて列車を安全に走行させる自動列車制御装置に関するものである。   The present invention relates to an automatic train control device that is mounted on a train and allows the train to travel safely.

従来の自動列車制御装置においては、車上側のアンテナ(受電コイル)で地上側からの地上信号を受信する。続いて照査パターン作成部において、受信された地上信号に基づいて所定の停止位置までの速度照査パターンが作成される。そして、速度照査パターンに基づいて列車の速度制御が行われる。   In a conventional automatic train control device, a ground signal from the ground side is received by an antenna (power receiving coil) on the vehicle upper side. Subsequently, in the verification pattern creation unit, a speed verification pattern up to a predetermined stop position is created based on the received ground signal. And train speed control is performed based on a speed check pattern.

特開平５−１６１２２２号公報(第３〜４頁、図１)JP-A-5-161222 (pages 3 to 4, FIG. 1)

従来の自動列車制御装置では、アンテナ(受電コイル)で受信された軌道回路側の地上信号に基づいて照査パターン作成部で速度照査パターンが作成されるので、照査パターン作成部に地上信号が入力されない場合、地上の軌道回路側から地上信号が送信されていないのか、地上信号は送信されているが断線等の故障により地上信号が照査パターン作成部に入力されないのかの判断ができないという問題点があった。   In the conventional automatic train control device, the speed check pattern is created by the check pattern creation unit based on the ground signal on the track circuit side received by the antenna (power receiving coil), so the ground signal is not input to the check pattern creation unit. In this case, there is a problem that it is not possible to determine whether the ground signal is transmitted from the ground track circuit side, or whether the ground signal is transmitted but the ground signal is not input to the verification pattern creation unit due to a failure such as disconnection. It was.

この発明は、以上のような課題を解決するためになされたもので、受電コイル以降の伝送系で発生した断線等の故障を検知できる自動列車制御装置を提供することを目的としたものである。   This invention was made in order to solve the above problems, and it aims at providing the automatic train control apparatus which can detect failures, such as a disconnection which generate | occur | produced in the transmission system after a receiving coil. .

この発明に係る自動列車制御装置においては、軌道回路に送信されているＡＴＣ信号を列車に搭載された受電コイルで誘導により受信し、速度照査手段で列車の速度とＡＴＣ信号の制限速度とを比較して列車の速度が制限速度を超えないように制御する自動列車制御装置において、受電コイルと電磁結合するように配置された試験コイルと、この試験コイルに検査信号を出力して受電コイルに検査信号を誘導により伝送させる検査信号発生手段と、この検査信号発生手段から出力された検査信号が入力されているが、試験コイルを介して受電コイルに伝送された検査信号が入力されないときにＡＴＣ信号が入力される伝送系に異常があるものと判定する信号判別手段とを備えたものである。   In the automatic train control device according to the present invention, the ATC signal transmitted to the track circuit is received by induction with the power receiving coil mounted on the train, and the speed check means compares the train speed with the speed limit of the ATC signal. In the automatic train control device that controls so that the train speed does not exceed the speed limit, the test coil arranged to be electromagnetically coupled to the power receiving coil, and the test signal is output to the test coil to inspect the power receiving coil An inspection signal generating means for transmitting a signal by induction and an inspection signal output from the inspection signal generating means are input, but the ATC signal is not input when the inspection signal transmitted to the power receiving coil through the test coil is not input. And a signal discriminating means for judging that there is an abnormality in the transmission system.

この発明は、検査信号発生手段から出力された検査信号が信号判別手段に入力されて、試験コイルを介して受電コイルに伝送された検査信号が信号判別手段に入力されないときＡＴＣ信号が入力される伝送系に異常があるものと判定することができる。   In the present invention, when the inspection signal output from the inspection signal generation means is input to the signal determination means and the inspection signal transmitted to the receiving coil via the test coil is not input to the signal determination means, the ATC signal is input. It can be determined that there is an abnormality in the transmission system.

実施の形態１．
図１は、この発明を実施するための実施の形態１における自動列車制御装置の構成図で、冗長度が１系及び２系からなる２重系の場合を示したものである。図１において、軌道回路(図示せず)に送信されているＡＴＣ信号を列車(図示せず)に搭載された受電器１，２の受電コイル１ａ，２ａが受信する。各受電コイル１ａ，２ａは加極接続されている。なお、ＡＴＣ信号は列車位置に対応して複数の制限速度が設定されている。さらに、受電器１，２に試験コイル１ｂ，２ｂが各受電コイル１ａ，２ａとそれぞれ電磁結合されるように配置されて、それぞれ加極接続されている。そして、検査信号発生手段３からＡＴＣ信号とは周波数が異なる高周波の検査信号が試験コイル１ｂ，２ｂに出力される。検査信号は受電コイル１ａ，２ａを介してＡＴＣ信号に重畳される。受電コイル１ａ，２ａは１系及び２系論理演算手段４，５の各整合トランス６ａ，６ｂに接続されている。 Embodiment 1 FIG.
FIG. 1 is a configuration diagram of an automatic train control apparatus according to Embodiment 1 for carrying out the present invention, and shows a case of a dual system having redundancy of 1 system and 2 systems. In FIG. 1, the receiving coils 1a and 2a of the power receivers 1 and 2 mounted on the train (not shown) receive the ATC signal transmitted to the track circuit (not shown). Each of the power receiving coils 1a and 2a is connected to the pole. The ATC signal is set with a plurality of speed limits corresponding to the train position. Further, the test coils 1b and 2b are disposed on the power receivers 1 and 2 so as to be electromagnetically coupled to the power receiving coils 1a and 2a, respectively, and are connected to each other by poles. Then, a high-frequency inspection signal having a frequency different from that of the ATC signal is output from the inspection signal generating means 3 to the test coils 1b and 2b. The inspection signal is superimposed on the ATC signal via the power receiving coils 1a and 2a. The power receiving coils 1a and 2a are connected to the matching transformers 6a and 6b of the first and second system logic operation means 4 and 5, respectively.

ＡＴＣ信号に重畳された検査信号は整合トランス６ａ、６ｂを介してそれぞれＡ／Ｄ変換手段７ａ，７ｂに入力される。Ａ／Ｄ変換手段７ａ，７ｂではＡＴＣ信号及び検査信号がデジタル信号化される。デジタル信号化されたＡＴＣ信号及び検査信号は信号判別手段８ａ、８ｂに入力されてバンドパスフイルタ(ＢＰＦ)を通してＡＴＣ信号と検査信号に分離抽出される。分離されたＡＴＣ信号は速度照査手段９ａ，９ｂに入力される。速度照査手段９ａ，９ｂには列車の速度を検出する速度検出手段(図示せず)から列車の速度が入力される。速度照査手段９ａ，９ｂではＡ／Ｄ変換手段７ａ、７ｂから入力されたＡＴＣ信号の制限速度と速度検出手段(図示せず)から入力された列車の速度とを比較する。列車の速度が制限速度を超えていないとき、速度照査手段９ａ，９ｂから出力されるブレーキ信号は、「１」と「０」との論理を繰り返し出力する励振信号を出力する。速度照査手段９ａ，９ｂから出力された励振信号は励振増幅器１０ａ，１０ｂで増幅されてブレーキリレー１１ａ，１１ｂを励磁する。この場合、列車にはブレーキは作用しない。ブレーキリレー１１ａ，１１ｂの少なくともいずれか一方が無励磁（落下）のときに列車にブレーキが作用する。
一方、速度照査手段９ａ，９ｂにおいてＡＴＣ信号の制限速度を列車の速度が超えていると判定されたとき、速度照査手段９ａ，９ｂから出力されるブレーキ信号は「１」又は「０」に固定されて励振増幅器１０ａ，１０ｂの出力がなくなりブレーキリレー１１ａ，１１ｂは無励磁となる。ブレーキリレー１１ａ，１１ｂが無励磁(ＯＦＦ)となることにより列車にブレーキが作用して列車の速度が減速される。 The inspection signal superimposed on the ATC signal is input to the A / D conversion means 7a and 7b via the matching transformers 6a and 6b, respectively. In the A / D conversion means 7a and 7b, the ATC signal and the inspection signal are converted into digital signals. The ATC signal and the inspection signal converted into digital signals are input to the signal discriminating means 8a and 8b, and are separated and extracted into an ATC signal and an inspection signal through a band pass filter (BPF). The separated ATC signal is input to the speed checking means 9a and 9b. The speed of the train is input to the speed checking means 9a, 9b from a speed detecting means (not shown) for detecting the speed of the train. The speed checking means 9a, 9b compares the speed limit of the ATC signal input from the A / D conversion means 7a, 7b with the train speed input from the speed detecting means (not shown). When the speed of the train does not exceed the speed limit, the brake signal output from the speed checking means 9a, 9b outputs an excitation signal that repeatedly outputs the logic of “1” and “0”. The excitation signals output from the speed checking means 9a and 9b are amplified by the excitation amplifiers 10a and 10b to excite the brake relays 11a and 11b. In this case, the brake does not act on the train. When at least one of the brake relays 11a and 11b is not excited (falling), the brake acts on the train.
On the other hand, when the speed check means 9a, 9b determines that the train speed exceeds the speed limit of the ATC signal, the brake signal output from the speed check means 9a, 9b is fixed to "1" or "0". As a result, the outputs of the excitation amplifiers 10a and 10b disappear, and the brake relays 11a and 11b are not excited. When the brake relays 11a and 11b are de-energized (OFF), the brake acts on the train and the speed of the train is reduced.

又、速度照査手段９ａ，９ｂはそれぞれが２重系で構成された自己チェック機能を有しており、正常時には励振信号を出力し、自身の故障時には励振信号が「１」又は「０」に固定される。信号判別手段８ａ，８ｂで抽出された検査信号と速度照査手段９ａ，９ｂの自己チェック機能により出力された励振信号がＡＮＤ手段１２ａ，１２ｂに入力されるとＡＮＤ手段１２ａ，１２ｂが励振信号を出力する。ＡＮＤ手段１２ａ，１２ｂから出力された励振信号は励振増幅器１３ａ，１３ｂで増幅されて故障検知リレー１４ａ，１４ｂを励磁する。
図２は信号判別手段８ａ，８ｂの故障検知処理のフローを示す説明図である。図１及び図２において、信号判別手段８ａ，８ｂでは検査信号発生手段３からの検査信号が入力されているとき(ステップＳ１)、ＡＴＣ信号に重畳されてＡ／Ｄ変換器７ａ，７ｂから入力された検査信号をバンドパスフイルタで抽出する(ステップＳ２）。ここで、検査信号が確認される(ステップＳ３)と励振信号が出力されて正常処理が行われる(ステップＳ４)。ステップＳ３において検査信号が確認されないときは励振信号が「１」又は「０」に固定されて異常処理が行われて列車モニタ手段１５に故障表示が行われる(ステップＳ５)。 Each of the speed checking means 9a and 9b has a self-checking function constituted by a double system, and outputs an excitation signal when it is normal, and sets the excitation signal to "1" or "0" when its own failure occurs. Fixed. When the inspection signal extracted by the signal discriminating means 8a and 8b and the excitation signal output by the self-check function of the speed checking means 9a and 9b are input to the AND means 12a and 12b, the AND means 12a and 12b output the excitation signal. To do. The excitation signals output from the AND means 12a and 12b are amplified by the excitation amplifiers 13a and 13b to excite the failure detection relays 14a and 14b.
FIG. 2 is an explanatory diagram showing a flow of failure detection processing of the signal determination means 8a and 8b. 1 and 2, when the inspection signal from the inspection signal generation means 3 is input to the signal discrimination means 8a and 8b (step S 1 ), the signal discrimination means 8a and 8b are superimposed on the ATC signal and output from the A / D converters 7a and 7b. The input inspection signal is extracted by a band pass filter (step S 2 ). Here, when the inspection signal is confirmed (step S 3 ), an excitation signal is output and normal processing is performed (step S 4 ). When the test signal in step S 3 is not confirmed fault indication excitation signal is "1" or abnormal processing are fixed to "0" is performed in the train monitoring means 15 is performed (step S 5).

次に、１系及び２系論理演算手段４，５が正常に動作している場合について説明する。図３は両系とも正常時における故障検知リレーの状態を示す説明図である。図１及び図３において、正常時にはＡＮＤ手段１２ａ，１２ｂから励振信号が出力されているので、各系の故障検知リレー１４ａ，１４ｂは励磁(ＯＮ)されている。この場合、故障検知リレー１４ａ，１４ｂの接点１４ａ１，１４ｂ１は「閉」となり、システム故障検知リレー１６は励磁(ＯＮ)されて接点１６ａ１が「開」となる。接点１６ａ１が「開」のときシステムは正常動作状態である。各系の故障検知リレー１４ａ，１４ｂの接点１４ａ２，１４ｂ２も「開」で１系故障出力及び２系故障出力も出されていなくて正常動作状態である。さらに、各系の故障検知リレー１４ａ，１４ｂの接点１４ａ３，１４ｂ３が「開」で、システム故障検知リレー１６の接点１６ａ２及び各系のブレーキリレー１１ａ，１１ｂの接点１１ａ１，１１ｂ１が「閉」でブレーキは作動していない。   Next, the case where the 1-system and 2-system logic operation means 4 and 5 are operating normally will be described. FIG. 3 is an explanatory diagram showing the state of the failure detection relay when both systems are normal. In FIG. 1 and FIG. 3, since the excitation signal is output from the AND means 12a and 12b in the normal state, the failure detection relays 14a and 14b of each system are excited (ON). In this case, the contacts 14a1 and 14b1 of the failure detection relays 14a and 14b are “closed”, the system failure detection relay 16 is excited (ON), and the contact 16a1 is “open”. When contact 16a1 is "open", the system is in a normal operating state. The contacts 14a2 and 14b2 of the failure detection relays 14a and 14b of each system are also “open”, and neither the 1-system failure output nor the 2-system failure output is output, and the system is in a normal operating state. Further, the contacts 14a3 and 14b3 of the failure detection relays 14a and 14b of each system are “open”, the contact 16a2 of the system failure detection relay 16 and the contacts 11a1 and 11b1 of the brake relays 11a and 11b of each system are “closed”, and the brake is applied. Is not working.

ここで、図１の受電コイル１ａ，２ａと整合トランス６ｂとの間の点１７で断線等の故障が発生した場合について説明する。図４は故障が発生した状態を示す説明図である。図１及び図４において、点１７で断線等の故障が発生した場合、１系論理演算手段４の整合トランス６ａには受電コイル１ａ，１ｂから検査信号が重畳されたＡＴＣ信号が入力されるので、１系の故障検知リレー１４ａは励磁(ＯＮ)状態のため、接点１４ａ１は「閉」、接点１４ａ２，１４ａ３は「開」である。一方、２系論理演算手段５の整合トランス６ｂには受電コイル１ａ，１ｂから検査信号が重畳されたＡＴＣ信号が入力されないので、２系の故障検知リレー１４ｂは無励磁(ＯＦＦ)状態となる。このため接点１４ｂ１が「開」となるが、１系の故障検知リレー１４ａ１の接点１４ａ１が「閉」のためシステム故障検知リレー１６は励磁状態でシステム故障信号は出力されない。この場合、２系の故障検知リレー１４ｂが無励磁(落下)で接点１４ｂ２，１４ｂ３が「閉」となり，２系故障信号が出力される。また、２系論理演算手段５の励振増幅器１０ｂへも励振信号が入力されないのでブレーキリレー１１ｂが無励磁となり、接点１１ｂ１が「開」となるが、２系の故障検知リレー１４ｂの接点１４ｂ３が「閉」となる。この場合、列車にはブレーキは作用しない。しかし、ブレーキ指令回路が構成されているので、１系論理演算手段４のブレーキリレー１１ａが無励磁（落下）となってブレーキ指令が出されると、列車にブレーキが作用する。
また、図１において点１８で断線等の故障が発生した場合、１系及び２系論理演算手段４，５ともＡＴＣ信号に重畳された検査信号が入力されないので、両系の故障検知リレー１４ａ，１４ｂが無励磁（落下）でシステム故障検知リレー１６が無励磁（落下）となりシステム故障信号が出力される。 Here, a case where a failure such as disconnection occurs at a point 17 between the power receiving coils 1a and 2a and the matching transformer 6b in FIG. 1 will be described. FIG. 4 is an explanatory diagram showing a state where a failure has occurred. In FIG. 1 and FIG. 4, when a failure such as disconnection occurs at point 17, the ATC signal on which the inspection signal is superimposed is input from the receiving coils 1a and 1b to the matching transformer 6a of the 1-system logic operation means 4. Since the 1-system failure detection relay 14a is in an excited (ON) state, the contact 14a1 is “closed” and the contacts 14a2 and 14a3 are “open”. On the other hand, since the ATC signal on which the inspection signal is superimposed is not input from the receiving coils 1a and 1b to the matching transformer 6b of the 2-system logic operation means 5, the 2-system failure detection relay 14b is in an unexcited (OFF) state. For this reason, the contact point 14b1 is "open", but the contact point 14a1 of the system 1 failure detection relay 14a1 is "closed", so that the system failure detection relay 16 is in an excited state and no system failure signal is output. In this case, the second system failure detection relay 14b is de-energized (dropped), the contacts 14b2 and 14b3 are "closed", and a second system failure signal is output. Further, since no excitation signal is input to the excitation amplifier 10b of the 2-system logic operation means 5, the brake relay 11b is de-energized and the contact 11b1 is "open", but the contact 14b3 of the 2-system failure detection relay 14b is " Closed ". In this case, the brake does not act on the train. However, since the brake command circuit is configured, when the brake relay 11a of the 1-system logic operation means 4 is de-energized (dropped) and a brake command is issued, the brake acts on the train.
In addition, when a failure such as a disconnection occurs at point 18 in FIG. 1, since the inspection signal superimposed on the ATC signal is not input to the 1-system and 2-system logic operation means 4 and 5, both-system failure detection relays 14a, When 14b is not excited (dropped), the system failure detection relay 16 is not excited (dropped), and a system failure signal is output.

以上のように、信号判定手段８ａ，８ｂに検査信号発生手段３から出力された検査信号が入力されているが、試験コイル１ｂ，２ｂを介して受電コイル１ａ，２ａに伝送された検査信号が入力されないときに受電コイル１ａ，２ａから信号判定手段８ａ，８ｂまでの伝送系に異常があるものと判定することにより、ＡＴＣ信号が入力される伝送系に断線等の故障が発生したことを検知することができる。
さらに、伝送系の異常をモニタ手段１５に表示させることにより、故障発生を確認することができる。
実施の形態１において２重系の場合について説明したが、１重系及び３重系以上の場合についても同様の効果を期待することができる。
さらに、実施の形態１において検査信号発生手段３から検査信号を試験コイル１ｂ，２ｂに出力するものについて説明したが、検査信号と同時に試験コイル１ｂ，２ｂにＡＴＣ信号の等価信号を供給することにより、列車を停止させた状態で断線等の故障を検出することができる。 As described above, the inspection signal output from the inspection signal generation unit 3 is input to the signal determination units 8a and 8b, but the inspection signal transmitted to the power receiving coils 1a and 2a via the test coils 1b and 2b is not detected. By detecting that there is an abnormality in the transmission system from the power receiving coils 1a, 2a to the signal determination means 8a, 8b when there is no input, it is detected that a failure such as disconnection has occurred in the transmission system to which the ATC signal is input. can do.
Furthermore, the occurrence of a failure can be confirmed by displaying an abnormality in the transmission system on the monitor unit 15.
Although the case of the double system has been described in the first embodiment, the same effect can be expected for the case of the single system and the triple system or more.
Further, in the first embodiment, the inspection signal is output from the inspection signal generating means 3 to the test coils 1b and 2b. However, by supplying an equivalent signal of the ATC signal to the test coils 1b and 2b simultaneously with the inspection signal. Failures such as disconnection can be detected while the train is stopped.

この発明を実施するための実施の形態１における自動列車制御装置の構成図である。It is a block diagram of the automatic train control apparatus in Embodiment 1 for implementing this invention. 図１の信号判別手段故障検知処理のフローを示す説明図である。It is explanatory drawing which shows the flow of the signal discrimination | determination means failure detection process of FIG. 図１の構成で正常時における故障検知リレーの状態を示す説明図である。It is explanatory drawing which shows the state of the failure detection relay at the time of normal by the structure of FIG. 図１の構成で故障発生時における故障検知リレーの状態を示す説明図である。It is explanatory drawing which shows the state of the failure detection relay at the time of failure occurrence with the structure of FIG.

符号の説明Explanation of symbols

１ａ，２ａ 受電コイル、１ｂ，２ｂ 試験コイル、３ 検査信号発生手段、８ａ，８ｂ 信号判別手段、９ａ，９ｂ 速度照査手段。
１４ａ，１４ｂ 故障検知リレー、１５ モニタ手段。 1a, 2a Power receiving coil, 1b, 2b Test coil, 3 Inspection signal generating means, 8a, 8b Signal discriminating means, 9a, 9b Speed checking means.
14a, 14b Fault detection relay, 15 monitoring means.

Claims (2)

軌道回路に送信されているＡＴＣ信号を列車に搭載された受電コイルで誘導により受信し、速度照査手段で上記列車の速度と上記ＡＴＣ信号の制限速度とを比較して上記列車の速度が上記制限速度を超えないように制御する自動列車制御装置において、上記受電コイルと電磁結合するように配置された試験コイルと、この試験コイルに検査信号を出力して上記受電コイルに上記検査信号を誘導により伝送させる検査信号発生手段と、この検査信号発生手段から出力された上記検査信号が入力されているが、上記試験コイルを介して上記受電コイルに伝送された上記検査信号が入力されないときに上記ＡＴＣ信号が入力される伝送系に異常があるものと判定する信号判別手段とを備えた自動列車制御装置。   The ATC signal transmitted to the track circuit is received by induction by a power receiving coil mounted on the train, and the speed of the train is compared with the speed limit of the ATC signal by comparing the speed of the train with the speed limit of the ATC signal. In an automatic train control apparatus that controls so as not to exceed the speed, a test coil arranged to be electromagnetically coupled to the power receiving coil, and an inspection signal is output to the test coil, and the inspection signal is induced to the power receiving coil by induction. The test signal generating means to be transmitted and the test signal output from the test signal generating means are input, but when the test signal transmitted to the power receiving coil through the test coil is not input, the ATC An automatic train control device comprising signal discrimination means for judging that there is an abnormality in a transmission system to which a signal is input. 請求項１において、上記伝送系の異常を表示するモニタ手段を設けたことを特徴とする自動列車制御装置。   2. The automatic train control device according to claim 1, further comprising monitor means for displaying an abnormality in the transmission system.
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012016278A (en) * 2011-10-06 2012-01-19 Mitsubishi Electric Corp Onboard device of automatic train stop system
JP2013013164A (en) * 2011-06-28 2013-01-17 Central Japan Railway Co Transponder pickup coil and transponder onboard device

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2505288B2 (en) * 1989-09-05 1996-06-05 株式会社京三製作所 Train information transmission equipment
JP2726775B2 (en) * 1991-06-13 1998-03-11 三菱電機株式会社 ATC controller

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2505288B2 (en) * 1989-09-05 1996-06-05 株式会社京三製作所 Train information transmission equipment
JP2726775B2 (en) * 1991-06-13 1998-03-11 三菱電機株式会社 ATC controller

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013013164A (en) * 2011-06-28 2013-01-17 Central Japan Railway Co Transponder pickup coil and transponder onboard device
JP2012016278A (en) * 2011-10-06 2012-01-19 Mitsubishi Electric Corp Onboard device of automatic train stop system

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