Abstract: A passive component includes an inorganic substrate having a first main surface and a second main surface, which are opposed to each other, and contains a semiconductor material; and a passive element portion on the first main surface of the inorganic substrate so as to be in contact with the first main surface. When a cross section in a plane that passes through a center of gravity in a whole of the first main surface and is orthogonal to the first main surface is defined as a first cross section, in the first cross section, the inorganic substrate has a first side surface and a second side surface, which are connected with the first main surface and opposed to each other, and each of line roughness of the first side surface and line roughness of the second side surface is larger than line roughness of the first main surface.

Abstract: A stator includes: a plurality of stator blocks; a plurality of coils; and a supporter supporting the plurality of stator blocks. Each of the plurality of stator blocks includes: a yoke portion located at its outermost perimeter; and a teeth portion protruding from an inner peripheral surface of the yoke portion. The yoke portion has a width dimension along the circumferential direction, and the width dimension of the yoke portion is greater than a width dimension of the teeth portion along the circumferential direction. The supporter is closed in the circumferential direction. The supporter holds the plurality of stator blocks such that the plurality of stator blocks are housed in an interior of the supporter. The supporter has an inner peripheral surface in contact with at least an outer peripheral surface of the yoke portion of each of the plurality of stator blocks.

Abstract: A stator includes a plurality of stator blocks aligned in a circumferential direction and a plurality of coils each made of a winding wound around a corresponding one of the plurality of stator blocks. The stator includes a plurality of insulation members electrically insulating from the plurality of stator blocks from the plurality of coils for respective groups of the plurality of stator blocks and the plurality of coils. Each of the plurality of stator blocks includes a yoke portion located at its outermost perimeter and a teeth portion protruding from an inner peripheral surface of the yoke portion. Each of the plurality of insulation members includes a pair of insulating plates arranged to face each other across the teeth portion. Each of the pair of insulating plates has a width greater than a width of the teeth portion.

Abstract: A stator includes a plurality of stator blocks aligned in a circumferential direction and a plurality of coils each made of a winding wound around a corresponding one of the plurality of stator blocks. The stator includes a plurality of insulation members electrically insulating from the plurality of stator blocks from the plurality of coils for respective groups of the plurality of stator blocks and the plurality of coils. Each of the plurality of stator blocks includes a yoke portion located at its outermost perimeter, a teeth portion protruding from an inner peripheral surface of the yoke portion, and an insulating portion being electrically insulating and covering a surface of the teeth portion. Each of the plurality of insulation members includes a pair of insulating plates. Each of the pair of insulating plates has a width greater than a width of the teeth portion, and the pair of insulating plates are arranged to face each other across the teeth portion.

Abstract: An electric tool includes a motor. The motor includes a stator and a rotor. The rotor rotates with respect to the stator. At least one of the stator or the rotor includes a core (stator core or rotor core) that includes an oriented steel sheet.

Abstract: An ophthalmic microscope includes an observation system configured to observe an eye to be examined, the observation system including an objective lens and a pair of observation optical paths, an imaging system capable of stereoscopically imaging respective observation lights of the eye to be examined from the observation optical paths, and a mode switching unit capable of selectively switching among a first mode for acquiring a first image obtained by stereoscopically imaging the observation lights from both the observation optical paths using the imaging system, a second mode for acquiring only a second image obtained by imaging the observation light from one of the observation optical paths using the imaging system, and a third mode for acquiring only a third image obtained by imaging the observation light from the other of the observation optical paths using the imaging system.

Abstract: No studies have been made regarding what kinds of refrigerants should be used in a refrigeration cycle device for a vehicle. An air conditioner (1) for a vehicle includes a refrigerant circuit (10) and a refrigerant that is sealed in the refrigerant circuit (10). The refrigerant circuit (10) includes a compressor (80), a first heat exchanger (85), which serves as a heat dissipater in a dehumidifying heating mode, an outside-air heat exchanger (82), a cooling control valve (87), and a second heat exchanger (86), which serves as an evaporator in the dehumidifying heating mode. The refrigerant is a refrigerant having a low GWP.

Abstract: A showcase includes a refrigerant circuit and a refrigerant enclosed in the refrigerant circuit. The refrigerant circuit includes a compressor (121), a radiator (122), an expansion valve (123), and an evaporator (124). The refrigerant is a low-GWP refrigerant.

Abstract: Upon detecting a current balise, an onboard system of a train calculates a speed curve based on measured traveling speed at a timing of the detection and sets a minimum required time period for traveling to each of a next balise and a balise subsequent to the next balise. Upon detecting the next balise, the onboard system compares a traveling time period from the timing of detecting the current balise to the timing of detecting the next balise with the set minimum required time period. The onboard system activates an emergency brake when the elapsed time period is shorter than the minimum required time period to stop the train.

Abstract: A train activates an emergency brake when a Station Loop Coil (SLC) used for a stop-position determination function to determine whether the train has stopped at a stop target in a terminal becomes unable to be detected (non-detected state) before the train is determined to have stopped at a stop-position by the stop-position determination function after the SLC has been detected. Thus, the train can be prevented from colliding with a car stop disposed at an end of a track as a result of overrunning. In the terminal protection, an emergency brake or a service brake is activated also when a reception duration during which the SLC continues to be detected reaches a predetermined threshold time period, or when a traveling position of the train reaches a disposed position of the SLC but the SLC is not detected.

Abstract: Ti, N, Al, Mg, and Ca concentrations are controlled in order to prevent aggregation of TiN inclusions. Furthermore, not only is a Fe—Cr—Ni alloy having superior surface property provided, but also a method is proposed in which the Fe—Cr—Ni alloy is produced at low cost using commonly used equipment. The Fe—Cr—Ni alloy includes C?0.05%, Si: 0.1 to 0.8%, Mn: 0.2 to 0.8%, P?0.03%, S?0.001%, Ni:16 to 35%, Cr: 18 to 25%, Al: 0.2 to 0.4%, Ti: 0.25 to 0.4%, N?0.016%, Mg: 0.0015 to 0.008%, Ca?0.005%, O: 0.0002 to 0.005%, freely selected Mo: 0.5 to 2.5% in mass % and Fe and inevitable impurities as the remainder, wherein Ti and N satisfy % N×% Ti?0.0045 and the number of TiN inclusions not smaller than 5 ?m is 20 to 200 pieces/cm2 at a freely selected cross section.

Abstract: An on-board system increases a forward margin distance and a backward margin distance to expand an train occupancy range, when it is determined that position correction communications with a balise fail to be performed when a train passes through an installation position of the balise, that is, when it is determined that a detection failure has occurred. The expanded train occupancy range is restored to the train occupancy range before being expanded, when it is determined that the position correction communications have been successfully performed with a next balise, that is, when detection has been successfully performed.

Abstract: Whether or not slip-or-skid of a wheel on any one of a plurality of axles of a train to which pulse generators (PGs) are provided has occurred is determined on the basis of speed pulses output from the PGs. When occurrence of slip-or-skid is detected, a train occupancy range is calculated with a front end portion of the train determined on the basis of a forward-side one of train positions obtained on the basis of the speed pulses output by the PGs, and with a rear end portion of the train determined on the basis of a backward-side one of the train positions. Whether or not any of the PGs is abnormal is determined on the basis of the speed pulses or a speed and acceleration/deceleration calculated from the speed pulses.

Abstract: At an on-board control unit of an on-board apparatus, a coupling detecting unit detects coupling of a failure train with respect to the own train. Then, in the case where detection is performed by the coupling detecting unit, a train occupancy range calculating unit updates train length information using the number of vehicles of the failure train and uses the updated train length information to calculate train occupancy range information. Further, a traveling control unit controls traveling and stop of the own train as a series of coupled trains in the case where detection is performed by the coupling detecting unit.

Abstract: When there is a train entering a building of a rail yard, a ground apparatus stores vehicle-formation-set IDs of respective vehicle-formation-sets of the train in the entering order by a FILO method. Additionally, when there is the train leaving the building, the vehicle-formation-set IDs are sequentially read by the FILO method, an inquiry addressed to the vehicle-formation-set IDs is transmitted in the order of the reading to obtain the train information from the on-board apparatus of each of the vehicle-formation-sets forming the train. When the on-board apparatus does not respond to the inquiry, and obtaining of the train information fails, the ground apparatus performs a predetermined alarm output control.

Abstract: Ti, N, Al, Mg, and Ca concentrations are controlled in order to prevent aggregation of TiN inclusions. Furthermore, not only is a Fe—Cr—Ni alloy having superior surface property provided, but also a method is proposed in which the Fe—Cr—Ni alloy is produced at low cost using commonly used equipment. The Fe—Cr—Ni alloy includes C?0.05%, Si: 0.1 to 0.8%, Mn: 0.2 to 0.8%, P?0.03%, S?0.001%, Ni:16 to 35%, Cr: 18 to 25%, Al: 0.2 to 0.4%, Ti: 0.25 to 0.4%, N?0.016%, Mg: 0.0015 to 0.008%, Ca?0.005%, O: 0.0002 to 0.005%, freely selected Mo: 0.5 to 2.5% in mass % and Fe and inevitable impurities as the remainder, wherein Ti and N satisfy % N×% Ti?0.0045 and the number of TiN inclusions not smaller than 5 ?m is 20 to 200 pieces/cm2 at a freely selected cross section.

Abstract: A first ground apparatus performs polling communication with a train using a first train list. A second ground apparatus performs polling communication with a train using a second train list. Each ground apparatus respectively acquires train location information from the trains to be managed. The first ground apparatus notifies the second ground apparatus of a going-out notification of a boundary passing train that goes out from a first radio communication control region and comes in a second radio communication control region, and, in the case where the boundary passing train goes out from the first radio communication control region, deletes train identification information of the boundary passing train from the first train list. The second ground apparatus adds the train identification information of the boundary passing train to the second train list in the case where the going-out notification is input from the first ground apparatus.

Abstract: In a ground apparatus system, polling communication where a ground apparatus serves as a primary station and a train serves as a secondary station is performed. A ground apparatus that is a ground apparatus of the ground apparatus system and is capable of communicating with a platform screen door control apparatus performs polling communication at a first communication frequency to obtain train location information from the train. When the train reaches an impending arrival range including a stop position at a station, the ground apparatus switches the communication frequency to a second communication frequency higher than the first communication frequency. The apparatus then transmits, to the train through polling communication, synchronized opening and closing control instruction information received from the platform screen door control apparatus, and transmits, to the platform screen door control apparatus, train state information obtained from the train through polling communication.

Abstract: A ground apparatus system performs polling communication in which ground apparatuses are set as primary stations and trains are set as secondary stations. The ground apparatus stores a train list of train IDs of trains to be managed. The ground apparatus acquires, train information including train location information from the train to determine a train location of each train included in the train list. The ground apparatus calculates a coming-in allowable range of each train to generate traveling control information, and transmits the traveling control information to the train. The ground apparatus updates the train list by adding a train ID of a train that comes in a radio communication control region of the ground apparatus and deleting a train ID of a train that goes out from the radio communication control region by performing handover control of the trains to be managed with an adjacent ground apparatus.

Abstract: A train activates an emergency brake when a Station Loop Coil (SLC) used for a stop-position determination function to determine whether the train has stopped at a stop target in a terminal becomes unable to be detected (non-detected state) before the train is determined to have stopped at a stop-position by the stop-position determination function after the SLC has been detected. Thus, the train can be prevented from colliding with a car stop disposed at an end of a track as a result of overrunning. In the terminal protection, an emergency brake or a service brake is activated also when a reception duration during which the SLC continues to be detected reaches a. predetermined threshold time period, or when a traveling position of the train reaches a disposed position of the SLC but the SLC is not detected.