EP0341826A2 - A railway signalling system - Google Patents
A railway signalling system Download PDFInfo
- Publication number
- EP0341826A2 EP0341826A2 EP89303530A EP89303530A EP0341826A2 EP 0341826 A2 EP0341826 A2 EP 0341826A2 EP 89303530 A EP89303530 A EP 89303530A EP 89303530 A EP89303530 A EP 89303530A EP 0341826 A2 EP0341826 A2 EP 0341826A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- train
- vehicle
- boundary
- fixed block
- signalling
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/34—Control, warnings or like safety means indicating the distance between vehicles or vehicle trains by the transmission of signals therebetween
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/10—Arrangements for trains which are closely following one another
Definitions
- the present invention relates to a railway signalling system.
- a railway signalling system in which there is fixed block signalling in combination with direct communication between separate trains or vehicles to achieve inter-vehicle headway spacing, the fixed block signalling preventing more than one train (or vehicle) from transmitting and more than one train (or vehicle) from acting upon communications relative to a given area or portion of railway line.
- the fixed block system will prevent any third train or vehicle breaking into communications between two trains or vehicles. In the areas of plain railway line away from stations, fixed block signalling alone is adequate to maintain the optimum headway which is achieved around stations by using vehicle to vehicle communication in addition. In the event of a vehicle to vehicle communications failure, the fixed block system also provides a back-up mode of operation albeit with degraded headway performance.
- a railway line L in the vicinity of a station X with a platform 1 is divided into a number of fixed block sections with boundaries 2, 3, 4, 5 and 6.
- Boundary 2 corresponds with the position at which a train T has to receive its first warning that a preceding train is occupying the platform 1, in order to be guaranteed to stop short of boundary 3 (which corresponds to the end of the platform, just ahead of which will be the tail of any train stationary in the platform).
- boundary 3 which corresponds to the end of the platform, just ahead of which will be the tail of any train stationary in the platform.
- the distance from boundary 2 to boundary 3 is therefore braking distance plus the usual allowances for equipment reaction time, etc.
- boundary 2 there is no need for it to be aware of the precise position of a preceding train provided the latter is beyond boundary 3, and this is determined by fixed block signalling.
- a fixed block signalling system Prior to the preceding train passing boundary 3, a fixed block signalling system gives adequate headway capacity in rear because the train is about to stop at the station and any following train must clearly be much further than braking distance behind (or itself performing a station stop in rear) if it is to run unchecked.
- the front of a train On passing boundary 2, the front of a train also enters an area of train to train communication extending from boundary 2 to boundary 6.
- Such communication may be achieved by means of a leaky feeder radio system extending from boundary 2 to boundary 6 which broadcasts on one frequency the message received on another without modification or delay.
- any other suitable communications medium such as an inductive track loop may be used.
- While the front of a train is between boundaries 2 and 4, the train may receive train to train messages from a train ahead within the same area by means of a train carried radio receiver 7 at the front of the train.
- Boundary 4 is at a point immediately ahead of the location of the front of a train when stationary in the platform 1. While the front of a train is between boundaries 4 and 6 it may transmit train to train messages for the area to a following train by means of a train carried radio transmitter 8.
- the transmission system may be split at boundary 4 if required and as shown, the section from boundary 2 to boundary 4 being for transmission to trains (i.e. trains receive) and the section from boundary 4 to boundary 6 being for reception from trains (i.e. trains transmit).
- the train to train messages consist of a continuously updated report of the location of the leading train's tail.
- Boundary 5 is located at the point beyond which the presence of a train will no longer be restrictive to the running of a following train which is stopping at the station X.
- Boundary 6 is located at normal maximum train length beyond boundary 5. When the front of a train passes boundary 6, its authority to transmit for that area will cease (as will the means of communication). As this corresponds to the train's tail being clear of boundary 5, the actual position of the train tail is no longer relevant to a following train stopping at the station X.
- Each train T has an on board train computer 9 used for automatic train control in conjunction with the fixed block signalling system which can be, in principle, of known type. It may employ transponders for location reference and radio messages for movement authorities or it may be coded track circuit based. In either case, the train computer 9 supervises train running in accordance with speed/distance profiles selected according to fixed data concerning train performance and variable data concerning movement authority limits, where the variable data is derived from the fixed block movement authority messages or "proceed aspects" as in known systems. To ensure that train speed is within profile limits, the train computer must have knowledge of speed and of distance travelled from fixed reference points and this is generally achieved as in known systems by means of an odometer, tachometer or equivalent arrangement 10.
- This locational reference may also be used by the example of the present invention as the basis for train to train reporting of train tail location, in conjunction with a train line 11 and train rear device 12 to confirm that the train is complete and does not exceed the normal maximum train length (for example because it is being pushed out by an assisting train after failing).
- the device 12 may be a simple electrical connection on the rear cab coupler on fixed formation train sets which is broken if a further vehicle is coupled on.
- the station platform track circuit in the section from boundary 3 to boundary 4 can be used to check that the train does not exceed the normal maximum length.
- the fixed block system does not allow a second train to be between boundaries 2 and 3 until the tail of the train ahead has passed boundary 3, and unless short, a train could not be fully in the platform and hence clear of boundary 3 until a preceding train had cleared boundary 5. It is not therefore unduly restrictive to prevent a train entering the section from boundary 2 to boundary 3 until the section from boundary 4 to boundary 5 has been registered as clear, if the section from boundary 3 to boundary 4 is occupied.
- train trail location may be deduced by the train computer by reference to the detection by rear of train mounted equipment (which may be the same equipment used for front of train location or other purposes when the train is driven in the opposite direction) of trackside markers such as transponders. Additionally the whole of the train tail location system and the train to train communications transmitter may be located at the rear of the train.
- the authority to transmit train to train messages of train tail location may be derived from information contained within the movement authority message from the fixed block signalling system for the blocks concerned (the sections from boundary 4 to boundary 5 and boundary 5 to boundary 6 in the drawing).
- Authority to receive and act upon train to train messages of train tail location may similarly be incorporated within the movement authority message from the fixed block signalling system for the blocks concerned (the sections from boundary 2 to boundary 3 and boundary 3 to boundary 4 in the drawing).
- confirmation that train length does not exceed normal maximum may be incorporated in the appropriate controls on movement authorities. Trains which exceed normal maximum length will be signalled by the fixed block signalling system but without the additional train to train communication aspect, and hence cannot be followed at minimum headway.
- train B is at the station platform between boundaries 3 and 4; train C is approaching boundary 2; and the section from boundary 4, to boundary 5 is clear but train A is still in the section from boundary 5 to boundary 6.
- the movement authority for train C for the section from boundary 2 to boundary 3 has an end point defined as boundary 3. (The train would normally stop at some point P which, depending on the ratio of service to emergency braking, may be close to boundary 3).
- train C is authorised to receive train to train messages at this stage because train B cannot leave the station until train A is clear of boundary 6.
- the updated authority for the section from boundary 2 to boundary 3 allows the end point of the stopping profile used by the train computer of train C to be modified from a default corresponding to boundary 3 according to train to train messages of train tail location which are given in terms of a distance which is interpreted as relative to boundary 3.
- train B departs from the station X on a fixed block movement authority which requires the sections from boundary 4 to boundary 6 (and sections beyond as appropriate) to be clear, it enters the section from boundary 4 to boundary 5.
- the authority in this section (and the section from boundary 5 to boundary 6) includes authority to transmit on the train to train communications system the distance travelled past boundary 4. As train B proceeds it therefore transmits a continuously updated digital message corresponding to a count of distance travelled past boundary 4.
- train C is therefore aiming the end point of its stopping profile at the location of the tail of train B, as continuously amended, and the closest possible headway is therefore achieved over the critical area.
- train B If by the time the front of train C passes boundary 3, train B has not completely cleared the section from boundary 3 to boundary 4, the train computer on train C will allow the train to continue to run on an extension of the profile authorised in the section from boundary 2 to boundary 3 as long as train tail messages are being received, to a limit corresponding to a train length beyond boundary 3, equivalent to the location of boundary 4.
- the fixed block system When train B clears the section from boundary 3 to boundary 4, the fixed block system will confirm a movement authority for this section as far at least as boundary 4 and as may be extended by train tail messages, to a limit corresponding to the location of boundary 5.
- Communications areas may overlap in such a way that the same boundaries and fixed block sections have different functions in relation to different areas and, in the limit, an application where there is continuous train to train communications over a section of line consisting of several areas could be arranged.
- Such an application would be simpler in principle and much more fault tolerant than other known systems of close headway working, due to the underlying fixed block basis of control.
Abstract
Description
- The present invention relates to a railway signalling system.
- The concept of arranging for the rear of a leading train of vehicles (or a leading vehicle) to send a signal directly to the front of a following train (or vehicle) for the purpose of controlling the speed of the latter and thus maintaining a safe distance between them is well known, but known systems using analogue signal measurement have not been of practical application to railways because of tolerancing and other difficulties. The concept of using digitally encoded messages is an obvious extension of known techniques. However, difficulties arise with message security in ensuring that messages are only received by the train (or vehicle) for which they were intended.
- According to the present invention, there is provided a railway signalling system in which there is fixed block signalling in combination with direct communication between separate trains or vehicles to achieve inter-vehicle headway spacing, the fixed block signalling preventing more than one train (or vehicle) from transmitting and more than one train (or vehicle) from acting upon communications relative to a given area or portion of railway line.
- Known systems of direct train to train communication claim to be better than systems based on fixed block sections, which are seen as a limitation on headway. However, by using the present invention, the retention of an underlying system of fixed blocks in conjunction with an appropriate form of direct train to train communication overcomes the practical difficulties of known systems and, moreover, provides for economy and simplicity compared with known systems. It also enables a reasonable mode of operation to be maintained during partial failure conditions, and enables later addition of the inter-vehicle headway spacing aspect to a basic fixed block system, whether the latter is based on conventional track circuits, inductive loops or similar, or on a radio-cab signalling system using transponders or other markers.
- Known systems generally describe achievable headway by reference to application to a plain railway line without stations or other cause to stop. In practice, headway is usually dominated by station stops and junction working, including that at termini. It is well known that headway at stations is critical and for this reason conventional signalling equipment is often concentrated around stations.
- To put the present invention into practice, because headway is critical at stations, it is practical and economical to achieve the best possible headway by adopting a system which allows the closest possible monitoring of a train (or vehicle) leaving a station by a train (or vehicle) approaching the station using direct vehicle to vehicle communications, but which prevents any further train (or vehicle) entering the area and acting upon the same communications by known forms of fixed block signalling. Because thereby only one train (or vehicle) is permitted to monitor the location of a train (or vehicle) ahead and only one such train (or vehicle) ahead may be reporting its location via the vehicle to vehicle communications system within a given area, it is not necessary for either train (or vehicle) to know the identity of the other nor for the message from the leading train (or vehicle) to be directed to the following train (or vehicle) by an intelligent supervisory system. The fixed block system will prevent any third train or vehicle breaking into communications between two trains or vehicles. In the areas of plain railway line away from stations, fixed block signalling alone is adequate to maintain the optimum headway which is achieved around stations by using vehicle to vehicle communication in addition. In the event of a vehicle to vehicle communications failure, the fixed block system also provides a back-up mode of operation albeit with degraded headway performance.
- The present invention will now be described, by way of example, with reference to the single figure of the accompanying drawing, which is a schematic representation of an example of the present invention.
- Referring the drawing, a railway line L in the vicinity of a station X with a platform 1 is divided into a number of fixed block sections with
boundaries - Boundary 2 corresponds with the position at which a train T has to receive its first warning that a preceding train is occupying the platform 1, in order to be guaranteed to stop short of boundary 3 (which corresponds to the end of the platform, just ahead of which will be the tail of any train stationary in the platform). The distance from
boundary 2 toboundary 3 is therefore braking distance plus the usual allowances for equipment reaction time, etc. Until a train reachesboundary 2, there is no need for it to be aware of the precise position of a preceding train provided the latter is beyondboundary 3, and this is determined by fixed block signalling. Prior to the precedingtrain passing boundary 3, a fixed block signalling system gives adequate headway capacity in rear because the train is about to stop at the station and any following train must clearly be much further than braking distance behind (or itself performing a station stop in rear) if it is to run unchecked. On passingboundary 2, the front of a train also enters an area of train to train communication extending fromboundary 2 toboundary 6. Such communication may be achieved by means of a leaky feeder radio system extending fromboundary 2 toboundary 6 which broadcasts on one frequency the message received on another without modification or delay. Alternatively, any other suitable communications medium such as an inductive track loop may be used. While the front of a train is betweenboundaries boundaries boundary 4 if required and as shown, the section fromboundary 2 toboundary 4 being for transmission to trains (i.e. trains receive) and the section fromboundary 4 toboundary 6 being for reception from trains (i.e. trains transmit). The train to train messages consist of a continuously updated report of the location of the leading train's tail. - Boundary 5 is located at the point beyond which the presence of a train will no longer be restrictive to the running of a following train which is stopping at the station X. Boundary 6 is located at normal maximum train length beyond
boundary 5. When the front of a train passesboundary 6, its authority to transmit for that area will cease (as will the means of communication). As this corresponds to the train's tail being clear ofboundary 5, the actual position of the train tail is no longer relevant to a following train stopping at the station X. - Each train T has an on board train computer 9 used for automatic train control in conjunction with the fixed block signalling system which can be, in principle, of known type. It may employ transponders for location reference and radio messages for movement authorities or it may be coded track circuit based. In either case, the train computer 9 supervises train running in accordance with speed/distance profiles selected according to fixed data concerning train performance and variable data concerning movement authority limits, where the variable data is derived from the fixed block movement authority messages or "proceed aspects" as in known systems. To ensure that train speed is within profile limits, the train computer must have knowledge of speed and of distance travelled from fixed reference points and this is generally achieved as in known systems by means of an odometer, tachometer or
equivalent arrangement 10. This locational reference may also be used by the example of the present invention as the basis for train to train reporting of train tail location, in conjunction with atrain line 11 and trainrear device 12 to confirm that the train is complete and does not exceed the normal maximum train length (for example because it is being pushed out by an assisting train after failing). Thedevice 12 may be a simple electrical connection on the rear cab coupler on fixed formation train sets which is broken if a further vehicle is coupled on. - If running with intermediate cabs is required in normal service, a more elaborate means of train length measurement will be required. In the case of a track circuit based system, the station platform track circuit in the section from
boundary 3 toboundary 4 can be used to check that the train does not exceed the normal maximum length. The fixed block system does not allow a second train to be betweenboundaries boundary 3, and unless short, a train could not be fully in the platform and hence clear ofboundary 3 until a preceding train had clearedboundary 5. It is not therefore unduly restrictive to prevent a train entering the section fromboundary 2 toboundary 3 until the section fromboundary 4 toboundary 5 has been registered as clear, if the section fromboundary 3 toboundary 4 is occupied. This control will ensure that, provided the train at the platform is no longer than the normal maximum length, there will be a brief period when the sections fromboundaries 2 to 3 and 4 to 5 are clear with the section fromboundary 3 toboundary 4 occupied and this can be registered to allow subsequent train to train communications to be acted upon. If the train length exceeds normal maximum, the train to train communication aspect of the example cannot be used, as knowledge of the location of the train front does not imply the correct location of the train rear. Normal maximum train length corresponds to the length of the section fromboundary 3 toboundary 4. Alternatively, and in the case of non track circuit based systems, a form of train length measurement as proposed in our co-pending Patent Application No. of the same date as the present application and entitled "Computing the length of a railway vehicle or train of such vehicles" may be used. As a further alternative, train trail location may be deduced by the train computer by reference to the detection by rear of train mounted equipment (which may be the same equipment used for front of train location or other purposes when the train is driven in the opposite direction) of trackside markers such as transponders. Additionally the whole of the train tail location system and the train to train communications transmitter may be located at the rear of the train. - The authority to transmit train to train messages of train tail location may be derived from information contained within the movement authority message from the fixed block signalling system for the blocks concerned (the sections from
boundary 4 toboundary 5 andboundary 5 toboundary 6 in the drawing). Authority to receive and act upon train to train messages of train tail location may similarly be incorporated within the movement authority message from the fixed block signalling system for the blocks concerned (the sections fromboundary 2 toboundary 3 andboundary 3 toboundary 4 in the drawing). In both cases, confirmation that train length does not exceed normal maximum may be incorporated in the appropriate controls on movement authorities. Trains which exceed normal maximum length will be signalled by the fixed block signalling system but without the additional train to train communication aspect, and hence cannot be followed at minimum headway. - By way of further illustration, a sequence of train movements through the area of station X will now be considered with reference to three trains, A, B and C. Assume that: train B is at the station platform between
boundaries boundary 2; and the section fromboundary 4, toboundary 5 is clear but train A is still in the section fromboundary 5 toboundary 6. The movement authority for train C for the section fromboundary 2 toboundary 3 has an end point defined asboundary 3. (The train would normally stop at some point P which, depending on the ratio of service to emergency braking, may be close to boundary 3). There is no point in train C being authorised to receive train to train messages at this stage because train B cannot leave the station until train A is clear ofboundary 6. By not giving train C authority to act on train to train messages it cannot erroneously act on messages from train A which may be received until the front of train Apasses boundary 6. When the front of train Apasses boundary 6 its transmit authority is lost and it cannot send further train to train messages for the area. When the tail of train Apasses boundary 6, the fixed block system detects this and updates the authority for the section fromboundary 2 toboundary 3 to permit actioning of train to train messages. Because train A is beyondboundary 6 there is no further risk of train C erroneously receiving transmissions from train A because, firstly, train A lost authority to transmit on passingboundary 6 and, secondly, train A is completely beyond the limit of the communications system and therefore, in practice, out of range. - The updated authority for the section from
boundary 2 toboundary 3 allows the end point of the stopping profile used by the train computer of train C to be modified from a default corresponding toboundary 3 according to train to train messages of train tail location which are given in terms of a distance which is interpreted as relative toboundary 3. When train B departs from the station X on a fixed block movement authority which requires the sections fromboundary 4 to boundary 6 (and sections beyond as appropriate) to be clear, it enters the section fromboundary 4 toboundary 5. The authority in this section (and the section fromboundary 5 to boundary 6) includes authority to transmit on the train to train communications system the distance travelled pastboundary 4. As train B proceeds it therefore transmits a continuously updated digital message corresponding to a count of distance travelledpast boundary 4. This is received by train C and interpreted as a continuously updated message of the distance which the train ahead's tail is beyond boundary 3 (to which it is equivalent). For the headway critical period as train B is leaving the station and train C is approaching, train C is therefore aiming the end point of its stopping profile at the location of the tail of train B, as continuously amended, and the closest possible headway is therefore achieved over the critical area. - If by the time the front of train C passes
boundary 3, train B has not completely cleared the section fromboundary 3 toboundary 4, the train computer on train C will allow the train to continue to run on an extension of the profile authorised in the section fromboundary 2 toboundary 3 as long as train tail messages are being received, to a limit corresponding to a train length beyondboundary 3, equivalent to the location ofboundary 4. When train B clears the section fromboundary 3 toboundary 4, the fixed block system will confirm a movement authority for this section as far at least asboundary 4 and as may be extended by train tail messages, to a limit corresponding to the location ofboundary 5. When train B clears the section fromboundary 4 toboundary 5, the fixed block system will give a movement authority for the section fromboundary 3 toboundary 4 with an end point atboundary 5 absolutely, to which train C can now aim the end point of its profile without reference to further train to train messages. It will also correspondingly upgrade the movement authority for the section fromboundary 2 toboundary 3 if train C has not yet passedboundary 3. These authorities allow a run which is unrestricted by train B ahead, for train C to approach and stop at the station. As explained for train A, the front of train B then passesboundary 6 and train B stops transmitting train to train messages. - It is obviously essential that there is no possibility of cross-talk between adjacent communications areas, which may have to overlap. Where adequate isolation of adjacent area communications cannot be achieved, then different frequencies and a different address may be used for train to train communications in adjacent areas. Frequencies and addresses may be used more than once, typically in alternate areas provided isolation is adequate. Information as to which frequency and address is current will be obtained from trackside transponders or equivalent, read by the train computer, or will be incorporated in relevant proceed authorities.
- Communications areas may overlap in such a way that the same boundaries and fixed block sections have different functions in relation to different areas and, in the limit, an application where there is continuous train to train communications over a section of line consisting of several areas could be arranged. Such an application would be simpler in principle and much more fault tolerant than other known systems of close headway working, due to the underlying fixed block basis of control.
Claims (10)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB888810923A GB8810923D0 (en) | 1988-05-09 | 1988-05-09 | Railway signalling system |
GB8810923 | 1988-05-09 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0341826A2 true EP0341826A2 (en) | 1989-11-15 |
EP0341826A3 EP0341826A3 (en) | 1990-12-19 |
EP0341826B1 EP0341826B1 (en) | 1994-06-22 |
Family
ID=10636577
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19890303530 Expired - Lifetime EP0341826B1 (en) | 1988-05-09 | 1989-04-11 | A railway signalling system |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP0341826B1 (en) |
DE (1) | DE68916320T2 (en) |
GB (2) | GB8810923D0 (en) |
HK (1) | HK61292A (en) |
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EP0554983A1 (en) * | 1992-02-06 | 1993-08-11 | Westinghouse Brake And Signal Holdings Limited | Regulating a railway vehicle |
ES2071558A2 (en) * | 1992-02-11 | 1995-06-16 | Westinghouse Brake & Signal | Railway signalling system |
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FR2857644A1 (en) * | 2003-07-16 | 2005-01-21 | Inrets | Trains positioning and controlling device, has fixed stations with processing unit for determining transmitter identifier and message of non-sinusoidal radio signals transmitted by respective transceivers of fixed stations and trains |
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US10308265B2 (en) | 2006-03-20 | 2019-06-04 | Ge Global Sourcing Llc | Vehicle control system and method |
EP3476646A4 (en) * | 2016-06-28 | 2020-02-05 | Hitachi, Ltd. | On-board device, train, and signaling safety system |
US10569792B2 (en) | 2006-03-20 | 2020-02-25 | General Electric Company | Vehicle control system and method |
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US8768543B2 (en) | 2006-03-20 | 2014-07-01 | General Electric Company | Method, system and computer software code for trip optimization with train/track database augmentation |
US8290645B2 (en) | 2006-03-20 | 2012-10-16 | General Electric Company | Method and computer software code for determining a mission plan for a powered system when a desired mission parameter appears unobtainable |
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1988
- 1988-05-09 GB GB888810923A patent/GB8810923D0/en active Pending
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1989
- 1989-04-04 GB GB8907575A patent/GB2218556B/en not_active Expired - Lifetime
- 1989-04-11 DE DE1989616320 patent/DE68916320T2/en not_active Expired - Fee Related
- 1989-04-11 EP EP19890303530 patent/EP0341826B1/en not_active Expired - Lifetime
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1992
- 1992-08-13 HK HK61292A patent/HK61292A/en not_active IP Right Cessation
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Also Published As
Publication number | Publication date |
---|---|
GB8907575D0 (en) | 1989-05-17 |
DE68916320T2 (en) | 1995-01-12 |
GB8810923D0 (en) | 1988-06-15 |
GB2218556A (en) | 1989-11-15 |
GB2218556B (en) | 1992-01-15 |
EP0341826A3 (en) | 1990-12-19 |
DE68916320D1 (en) | 1994-07-28 |
EP0341826B1 (en) | 1994-06-22 |
HK61292A (en) | 1992-08-21 |
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