BE377663A - - Google Patents

Description

       

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  Improvements to train control systems.



  The present invention relates to improvements to train control or signaling systems in the driver's cab and to track devices or locomotive appliances for use in such systems.

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   Different proposals have been put forward to control the application of the brakes of a train in accordance with the track conditions or to give signals in the driver's cabin indicating the condition of the track in order to prevent the driver in the event that he passes a signal marking "danger II.



   The object of the present invention is to effect a suitable control of the trains as well as regards the control of the brakes as the control of cabin signals in a form much more economical and less expensive than has been found. deemed possible so far.



   The main difficulty in this problem relates to the arrangement by which equipment on a locomotive is controlled from the track. The present invention relates more particularly to the system known under the name of intermittent inductive system, in which the flux of magnets placed on the track is collected by magnetic plates supported by the locomotive to effect the operation of an armature situated between the plaques . A similar armature has Usually been influenced to actuate contacts in an electric circuit and in turn it has been necessary to provide on the locomotive electric circuits and an electric motive force, such as batteries, to produce the power. control of the train equipment.

   It has previously been proposed to operate a valve on a train directly through an armature by using the impact of the armature on the valve to cause the valve to open. Other devices proposed for actuating a valve. valve directly by a mechanically controlled armature from the on% track

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 have been established in such a way as to require considerable driving force or have been of a complicated type and therefore ineffective or expensive or both.



   One of the features of the present invention in which other features mentioned below become industrially practicable concerns the use of a receiving arrangement which is both efficient and of simple construction. mature magnet is provided with a very thin metal blade resting on a small slit or opening made in a smooth surface, one side of the blade being subjected to atmospheric pressure and the other face being subjected, the pressure level of the fluid used to control the brakes,

   the arrangement being that normally the outlet is closed as a result of the pressure on the blade pushing the latter against the surface, the blade being intended to slide on the surface under the control of the magnet and to connect brake fluid to atmosphere with minimum energy.



  With this design of the receiving element, the armature can be operated reliably by magnets located on the track, which are separated from the collector plates by as great a distance as necessary. The receiving element may be provided with two pairs of header plates, one pair acting as an actuator pair and the other pair as a retainer pair so that when the flow passes between the retainer pair, the pair acts as an actuator pair. re actuation can not be effective since extensions for the armature are arranged to abut against pole pieces of the retaining pair In another construction,

   which is similar to the latter in that it has two pairs of plates arranged at

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 right angle one .. to]. 'the other, it is possible to make one or the other pair work, that is, say one pair can actuate and the other pair can operate. - lead to normal.



  By means of the present invention, it can be seen that a very practical, inexpensive and efficient receiver element can be obtained, which enables the magnetic control of the track to be transformed into a pneumatic control on the motor vehicle without any electrical connection for it. intermediate goals.



  Another object of the invention is to provide a train control system which can be operated uniformly regardless of whether the locomotive is running with the tender forward or the engine forward, and in some cases. it may be desirable for the locomotive switchgear to operate uniformly with respect to the track switchgear regardless of the direction in which the train is moving, while in the other case it may be sufficient that the The gear operates only when the train is traveling in a normal direction, provided that when it is traveling in the reverse direction to normal it is acting in a restrictive direction,

   Yet another feature of the present invention therefore relates to the use, in a train control or signaling system in the cab, of two track elements arranged at equal distances from two lines of the track but on the opposite sides of these and of two similar elements, similarly arranged, on the opposite sides of the axial line of the locomotive, so as to be actuated by these track elements substantially at the same time, the arrangement being such that when actuated simultaneously no brake control or no operation

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 control signal is initiated while when they are actuated independently one being actuated and the other not,

  a signal device or a brake control element is actuated.



   Another characteristic of the invention, applicable to the second case mentioned above, consists in that all the elements of the track are arranged so as to have their midpoints located on the axial line of the track or on the line. axial line of the locomotive while the receiving elements are arranged so as to lie above the axial line of the locomotive.



   Another characteristic of the present invention, applicable to the two cases mentioned above, consists of an arrangement by which two distinct signals are given on the locomotive, of an acoustic nature depending on the state of the brake equipment; for example if a signal marks "free way", an acoustic signal of a particular note or of a limited duration can be given while when a signal marks "danger" an acoustic note of another frequency or a note of indefinite duration may be emitted.



  These characteristics and others of the invention will be better understood with the aid of the accompanying drawings in which FIGS. I to 8 show the invention applied to a system in which the equipment of the control track. the apparatus of the locomotive in the same way regardless of the direction in which the train is traveling and whether the locomotive is running with the engine forward or the tender forward.



  Figures 9-11 show the invention applied to a system

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 in which the switchgear of the voi2 c \, t1rl1l: m <le the switchgear of the locomotive for a direction of travel of the same,
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 regardless of whether the locoMOtive is running with the engine forward or the tender forward, and exerts a respective action for the other direction of travel.



  Figure I indicates a section of track, showing the device
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 Track size employed in correlation with a remote signal and a stop signal -respectively * Figure 2 shows the train control gear carried by the locomotive.



  Figure 3 shows the switchgear shown in Figure 1, in more detail.



  Figure 4 shows the associated control arrangements
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 to the frames of the receivers X, Y.ZE in figures z, & 6.



  Figure 5 shows a section through the line x- of Figure 4 Figure 6 shows a variant of that shown, Figure 2 for the brake control arrangements.



  Figure 7 shows a view on a larger scale of a part of figure 6
 EMI6.5
 Figure 8 shows a section through y7- of Figure 7 Figure 9 shows a section of track showing a different arrangement of track equipment employed in conjunction with a distance signal and a signal. of 4.rret.



  Figures 10 & II show the train control arrangements carried by the locomotive which are used in conjunction with the switchgear shown in figure 9- A description will first be given of the switchgear and of the apparatus carried by the Grain shown in Figures 1-8.

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  It will be noted in figures 1 & 3 that the switchgear associated with a remote signal comprises two inductors A & B
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 Inductor A consists of a series of permanent magnets of cobalt steel arranged parallel to the rails of the track and symmetrically, as regards the axis of the track.
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 relative to the inductor 120 The inductor] consists of an electromagnet having its poles along a line parallel to the rails of the track and arranged so as to be energized when
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 the remote signal '1.rlce marks "free way" The arrangement is such that if the remote signal is passing, the
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 two inductors A & JS are in action,

   while if the signal marks "danger" only inductor A is in action The electric motor is controlled from a remote signal lever in a circuit extending by contacts controlled by the switch. semaphore arm, and the arrangements can be such that 1 electromagnet is also ordered
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 from 1 <. track so that its circuit is effectively completed by the train itself, in order to save current consumption. Inductor C consists of a certain number of permanent magnets located midway between the tracks with the magnets placed parallel to the track.

   Perpendicular to the magnets 51 is an electromagnet 52 having its core & its excitation coil pla
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 cés below the permanent magnet and having its polar parts 52a extending upwardly so as to hole sensibly in the plane of the 5T magnets "The electro-magnet coil is connected in a circuit controlled from the
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 described manner.

   About the signal electromagnet, distance, and concordance with the position of the stop signal, i.e. it is energized when the stop signal
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 mark v (., ir free 'and is not excited when the signal

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 stop sign "danger"
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 On the locomotive there are three receivers, the receiver X which is supported midway between the wheels so as to be controlled by the inductor, and the receivers X &] which are arranged symmetrically around it. axial line of the locomotive so it can be controlled by inductors & such.

   It is obvious that whatever the direction in which the machine is walking, with the tend0r forward or the me-turn forward, or whether the machine is moving forwards or in reverse, the receivers z 8é 2 are in a position such that they pass over inductors B & or vice versa, while receiver Y still pees above inductor 0. X receivers âe? are each provided with a pair of collector plates placed in a longitudinal direction with respect to the track and controlling frames 15 & 16 respectively, the arrangement being such that the collector plates act to attract
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 the armature each time the Y & J3 receivers pass over an excited inductor as A or 3.

   Receiver Y is provided with two pairs of collector plates, the pu.ire of collector plates 6 and? being disposed longitudinally with respect to the track and the collector plates 4 & 5 being disposed at right angles to the track. The 3 repo frame
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 normally against the pole pieces of the bonded plates 4 & 5, the arrangement being such that when the electromagnet 52 is de-energized and the permanent magnets 51 of the inductor ± are alone in action, the collector plates s 6 & 7 get excited as they pass over
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 above ltïndi) c-Qeur 0, and. ¯ attract ltar ::

  ûuxa 3 If, on the contrary, the electromagnet 52 is also excited, this forces a flow to flow between the collector plates

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4 & 5 and thus maintains the armature in position, regardless of the attraction of the collector plates 6 & 7 It is therefore noted that the electromagnet 52 renders the influence of the permanent magnets 51 without effect.
In summary, the operation of the receivers, when a lo-.

   comotive passes along the track in the direction shown by the arrow, in figure I, is done as follows when the locomotive passes a signal at a distance similar to the signal shown in figure I the receivers y and Z carried by the locomotive pass directly above the inductors B and A respectively which are located on the track between the running rails and depending on the signal position, one or both of the Y & Z receivers collect a flow from the inductors and actuate their armatures If the remote signal marks a clear track, inductor B is energized and the two receivers y & Z actuate their armatures to cause the omission of a characteristic acoustic signal defined on the locomotive, which will be described. in the following ,

   while if the signal marks danger ", the receiver which passes over the permanent magnet inductor (ie ¯4 in the case shown) actuates its armature alone and a different characteristic signal is given on the locomotive, accom- The arrangement is such that if the y & Z receivers are actuated together, operation is produced while one is actuated and the other is not, whichever is actuated and whichever is not, another result is produced, in a manner which will be described in the following. The purpose of this arrangement is to ensure that regardless of the direction in which the train is moving,

    the effect on the locomotive on passing a remote signal is always the same% When the locomotive

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 -tive exceeds a stop signal, such as sizal S shown in, figure I, receiver X!) Jb5 <3 above a track inductor such as Ç which is located on the track in a central position, between the running rails.

   If this signal
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 mark "free channel *, the coil of 1 t channel driver ¯Ç is energized and all the collector plates of receiver X collect a flux, the result being, as described previously, that the reinforcement of this receiver do not move
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 not, 'If on the contrary the signal dlerrét S marks "danger II, the coil of the inductor C is not energized, which has for result that only the collector parts 6 & 7 collect
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 flow and that the armature is actuated from the position shown in Figure 2 of the drawings so as to initiate application of the brakes as will be described below. It can be seen in Figure 2 that the locomotive equipment
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 tive includes two sets,

   on the one hand the apparatus ri, to control a partial application of the brakes, which is in turn controlled by the Y & Z receivers, and secondly
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 The device takes place which controls a full application of the brakes and is in turn controlled by the receiver X. By the fact that we have two separate assemblies, it becomes possible with the apparatus described, to use the complete train control system employing remote signals and stop signals with means of exerting a partial application of
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 brakes, 1 t place at A. remote signal and full brake application at the location of a sigl1d..1 stop. or to apply full brake application at the stop signal location only.

   In other words, if for reasons
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 economy sounds or dia-cres'reasons one wishes to use only the signal to stop the train instead of the complete system, the locomotive switchgear must include only the train.

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   - switchgear and receiver, switchgear which is simple to construct and inexpensive to install
If at any time one wishes to change and pass from the simple system of stopping the train to the complete system employing remote signals and stop signals and comprising characteristic acoustic indications at the location of the remote signals it is simply necessary to install the additional equipment on the locomotive and on the track without disturbing the existing equipment.

   It will be appreciated that the rain stop apparatus can easily be provided with acoustic signal devices, as will be readily understood by those skilled in the art.



  Before giving a complete description of the operation of the system, we will give a description of various construction details.A description will be given first of the arrangement controlled by the armatures of the XY and Z receivers and to order these armatures. refer to figures 4 & 5 which although they represent more particularly the frame of the X receiver also apply to the Y & Z receivers, apart from one or two minor constructive modifications. A bronze support 56 is riveted or otherwise fixed to the collector plates, in the present case 4,5,6, & 7, & it is provided with a bearing for the armature 3 is free to move from its normal position against the pole pieces 60 & 61 to its actuated position,

   in which it meets the pole pieces 59 and 62. A phosphor bronze blade 63, not more than a few thousandths of an inch thick, is attached to the armature and normally rests on a longitudinal slot 92 opening into a lumen 58 which is normally connected to the tank. empty train. Vacuum tank suction

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 through slot 92 is sufficient to hold the blade against the upper opening of slot 92 and thereby form an airtight seal. The phosphor bronze blade 63 will be seen as a drawer and when the armature is actuated to come into contact with the pole pieces 59 and 62, the slot 92 is uncovered and the light 58 is connected to the atmosphere. .

   The reinforcement is returned to position by a plunger 8 operating in a chamber 71; the operation of the plunger 8 is produced by the fact that the lumen 57 is connected to the vacuum so that the plunger 8 is sucked inwards, then acting on the extension of the frame and bringing the frame back so that it rests against the pole pieces 60 & 61. It should be noted that with the aid of the construction shown a very simple electromagnetically actuated spool has been produced for use in conjunction with a vacuum brake control mechanism.



  The train stop device ± consists of a diaphragm II forming one of the walls of a chamber 12 which is connected by means of the pipe 46 to the slide controlled by the frame 3. The diaphragm II is subjected on one side to the pressure of the spring 10 which serves to prevent it from flattening when the chamber 12 is subjected to a vacuum, this vacuum occurring by means of a contracted orifice 13 connected to the pipe 42 which, in turn is connected to the reservoir of empty train. The normal state is therefore that there is a vacuum in chamber 12 and that diaphragm II is prevented from flattening by means of spring 10.



  The drawer 53 is connected to the center of the diaparagm remains in the position shown, closing the pipe 74 which comes from the line 43 of the train. If then, following the operation of armature 3, the vacuum in chamber 12 disappears,

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 the spring 10 forces the diaphragm II outwards and the spool 53 opens the pipe 74 and thus causes a complete application of the brakes.

   The sighting plunger 37 which will preferably be placed in a position normally inaccessible to the mechanic, that is to say in a position such that he must leave the cabin in order to actuate a spool device intended for fulfill a double function, namely:, the light 55 it connects the pipe 42 and the vacuum tank to the pipe 45 to carry out the operation of putting the plunger 8 back in position so as to restore the normal male the armature 3 of the receiver X while at the lumen 14 it connects the pipe 49 to the atmosphere and therefore also the train pipe 43 and thus gives the certainty that the mechanic cannot hold the plunger. 37 lowered.



   The arrangement for giving the two different acoustic indications when passing in front of a remote signal as well as the arrangements for controlling the partial application of the brakes are indicated in figure 2 by the letter II and will be called for convenience " the remote control device as it only works for a remote signal
This apparatus comprises a drawer 21 which normally covers the end of a pipe 94 which is of substantially smaller diameter than the pipe 74.

   The drawer 21 is controlled by two diaphragms 23 and 22 so as to normally take the position shown in the neutral position. These diaphragmas 22 and 23 each constitute one of the walls of the chambers 24 and 25 respectively The other walls of the chambers 24 and 25 are also formed by diaphragms 30 and 29 respectively, and chambers 24 and 25 are similar in all respects. The diaphragm 29 controls the spool 32 while

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 that the diaphragm 30 controls the drawer 31.

   Each of the chambers 24 and 25 is connected to the vacuum tank of the train through the narrowed ports 27 and 26 and the pipes 40 and 39 respectively. Springs 34 and 33 are provided in the chambers 24 & 25 for the purpose of prevent diaphragms 30 and
29 to flatten out. The diaphragms 22 and 23 remain in the position shown because they are rigidly connected together and the suction on the right side of the diaphragm
22 is balanced by the suction on the left side of diaphragm 23. Consequently, the normal position is that shown in the drawing.

   Chamber 24 is connected by the pipe
47 to a valve 18 controlled by armature 16 in the same manner as described in connection with the valve controlled by armature 3. Likewise chamber 25 is connected by pipe 44 to valve 17 controlled by armature 15.



  The arrangement is therefore such that if the frames Y and are both actuated, the vacuum in the chains 24 and 25 is dissipated, resulting in the pressure on the left side of the diaphragm 23 and the pressure on the side the right side of the diaphragm 22 continue to balance each other. On the other hand, the springs 34 and 33 squeal to actuate the drawers 31 'and 32 and thus allow the entry of air through the whistle 35 and the pipes 56 and 56a along the drawers 31 and 32 through the passages 95 and 96 towards pipe 94 and train pipe 43.



  Only a limited quantity of air can pass through the whistle -flet 35, an amount which will however be sufficient to act--bind the reed into the whistle and give a low note, while at the same time this allows 1 .'air to pass in the undercarriage pipe 43 This air intake will be insufficient to affect the brakes.

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   If, on the other hand, only one of the X or ± receivers is actuated and it is to be noted that it is immaterial whether it is one or the other, the pressure on the opposite sides of the diaphragms 22 and 23 respectively becomes out of balance and the drawer 21 is moved to the right or to the left and in each of these positions it opens the pipe 94 and allows air to enter through the siren 28, which gives a high note signal quite distinct from that produced by the reed of the whistle 35, and at the same time air is admitted into the train pipe 43 to such an extent that it causes partial application of the brakes.

   It should be noted that one or the other of the drawers 31 and 32 is also actuated, which causes the operation of the whistle 35, but the latter will in general be almost imperceptible in view of to the intense noise produced by the siren 28 The mechanic can, by activating the plunger 36, quickly recall the two fittings 15 and 16 in the case where the two receivers Y and Z have been activated, or of one or the The other of the frames 15 and 16 in the case where only one of the receivers has been actuated by causing the lumen 54 to connect the pipe 41 to the pipe 48, the pipe 41 being connected to the tail tank of the train.

   At the same time that the plunger 36 is actuated the pipe 95 is connected by the connection pipe 50 to the atmosphere, at the location of the port 38 which gives the certainty that the brakes are partially applied. if the driver does not quickly restore his findings plunger Closing the valves 17 and 1 or 18 allows the chambers 24 and / or 25 to be subjected to a vacuum through the constricted orifices 27 and / or 26 respectively In this way the diaphragm and the drawers are gradually brought into the position re-

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 -shown in the drawing where the train is again under the control of the driver.



  A description of the operation of the train control system according to the present invention will now be given.



  It will first be assumed that a machine approaches the signal at distance D from the left of figure I and that the signal at distance marks a free track ". We will also assume that the locomotive is running with the engine running. front, as shown in figure 2, with receiver Y to the left of the channel and receiver Z to the right of the channel. In these circumstances, the electromagnet B is energized, and in sequence when the train passes over the inductors B and Ares respectively, the collecting plates of the receivers: ± and] are affected by the magnetic field of the inductors and A so that the flux flows in the collecting plates and the reinforcements 15 and 16 are attracted.

   The effect of this is that pipes 44 and 47 are connected to the atmosphere almost simultaneously, with the result that the pressure in chambers 24 and 25 rises to that of the atmosphere. As a result the pressure on the right side of diaphragm 22 and the left side of diaphragm 23 remains balanced and spool 21 keeps pipe 94 closed.

   Diaphragms 29 and 30 are however moved to the right and to the left, respect! vement, which actuates the drawers 32 and 31 and thus connects .. the pipes 95 and 96 to the pipes 56 and 56a, which causes the as piration of air along the reed of the whistle 35 In this way , a characteristic acoustic signal is given to the mechanic, telling him that he has passed a signal marking free way "so that even if there is fog and if he cannot see the signal itself, he knows that the way is

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 free. The driver then presses the observation plunger 36 and returns the reinforcements 15 and 16 by means of the return plungers 20 and 19 respectively.

   However, it immediately brought the diver back to normal since if he did not do so it would affect the application of the freirs by light 38, The train then continued on its way until it approached the signal. stop S.



   Since the remote signal marks "free way" it follows that the stop signal itself also marks "free way". The electromagnet of the inductor ¯Ç is therefore energized and consequently the inductor .9 acts on the receiver X both to initiate a polarizing flux between the collector plates 4 and 5 and between the collection plates 6 and 7.

   As the armature normally sits to connect the header plates 4 and 5 it is evident that very little retaining flow between the header plates 4 and 5 will be sufficient to resist. a much larger polarizing flux created between the collector plates 6 and 7. As a result, in these circumstances there is no operation of the armature 3 and the train can continue without any interruption or notification.

   It may happen that the stop signal has been associated with a second signal constituting the remote signal for a second stop signal. In these circumstances the inductors A, B, and C are placed side by side and if assume again that the second stop signal marks "free channel &", inductors 0 and A act on receptors Y and ¯4 in the manner already described, to produce a whistle 35 and the driver must activate the plunger 36.



  Assume now that a train is approaching the signal at

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 distance.] with the locomotive having its motor forward and the remote signal marks "danger in which case the electromagnet B is not energized.

   In this water, when the Z-receiver passes over the inductor, a flow passes between the collector plates to cause the attraction of the reinforcement 16 and the connection between the pipe II.7 and the atmosphere The receiver, on the contrary is not affocted since there is no magnetism produced by the inductor B. In this case, consequently, only the chamber 24 would have been connected to the atmosphere and consequently the pressure on the diaphragm 23 will be sufficient to force the drawer 21 to open the pipe 94 while at the same time the diaphragm 30 will move to actuate the drawer 31 and open the pipe 95.

     Aspiration of air through whistle 35 causes the whistle to sound, but at the same time air is sucked with much greater power through siren 28, causing the siren to produce a high note all at once. distinct fact and much more powerful than that produced by the whistle 35. The mechanic therefore knows, even in fog, that he is passing a remote signal marking "danger" and he can immediately activate the diver 36. This plunger immediately restores the armature 16 by means of the return plunger 19 by connecting the pipes 50 and 96. the atmosphere at the right here, -, light $ 3 and it is then brought back to normal.

   Closing the valve 18 releases the pipe 47 from the atmosphere and allows the air in chamber 24 to gradually enter so that the drawers 21 and 31 return to the position shown in the drawing. This ensures partial application of the brakes and also gives the certainty that the mechanic is aware of what is happening and is only by taking the necessary measures that he can maintain control of the train.

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 when the remote signal marks "danger".



   If it happens that the mechanic passes the remote signal marking "danger and advances far enough to pass the stop signal ± which also marks A danger" ', the inductor electromagnet ± is de-energized and the permanent magnets act to pass a flow between the collector plates 6 and 7 and thus attract the armature 3,
The armature 3, by opening the valve 9 towards the atmosphere, obstructs the diaphragm II to move to the left and thus actuate the spool 53 and connect the pipe 74 to the atmosphere.

   This causes full application of the brakes and this application can only be suppressed by having the mechanic actuate plunger 37 If, as desirable, plunger 37 is placed in a position which is normally inaccessible to the mechanic (that is, say a position which it can only reach from the ground%, it is only after the machine has come to rest that the plunger 37 can be actuated to effect the operation of the return piston 8 and the return to normal of frame 3.

   It can happen, in the case indicated above where the remote signal of a second stop signal is fixed on the same post as the stop signal µ, as the second signal. distance and the second stop signal mark "'dan- -ge r" but the signal has become clear In such a case, it will be possible for the mechanic to continue his journey but only after the siren 28 has sounded and the a partial application of the brakes was made in the manner already described for the remote signal indicating "danger The operation has been described in the case where the train is moving from left to right with the engine of the locomotive in a- before.

   If the locomotive tender was forward, the re-

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   -receiver would pass on inductor B and receptor Y on inductor A and in such a case, if the signal marked "free path" both y & Z receptors would be activated as before and the effect would be exactly the same. If the remote signal marked "danger", only receiver Y would be activated and this would have the effect of connecting the atmosphere to chamber 25, in which case the diaphragm 22 and the spool 21 would move to the left and would uncover hose 94+ in order to sound the siren and effect partial brake application.

   Likewise, the drawer 32 opened to force the whistle to sound, but this whistle would be almost impossible to hear in these circumstances in comparison to the sound of the siren 58.



  An important characteristic of element E is that the same result is obtained as receiver Y or receiver? either operated alone; We will now consider the case where it is desirable to reverse the course of the machine for one or the other reason, i.e. the case where it moves backward from right to left along the track instead of running from left to right with the locomotive engine forward. In this case, the same effect occurs as that described when the machine moves forwards as it can be seen that the operation of the receivers is the same regardless of the direction in which one approaches.

   The fourth possible position is when the engine is moving backwards from right to left with the tender forward and this case will be exactly the same as described when the engine is moving upward with the tender forward. Regarding the relation of inductor C and receptor X, it should be noted that the operation

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 is the same whether the machine is moving forwards or backwards, with the engine of the locomotive forward or the tender forward.

   This arrangement therefore eliminates the need to provide a means of reversing the control and all automatic train control arrangements can be made substantially independent of the general control arrangements.



  An alternative arrangement will be described with reference to Figures 6, 7 & 3. The arrangement shown in Figures 6, 7 & 8 is a variant of that shown. Figure 2 'more particularly with regard to the construction of the remote control apparatus and the stop signal control apparatus F. There are other changes of less importance which will be dealt with in First, the whistle 35 is connected to pipes 73 and 72 terminating in closed shells 76 and 77 enclosing the receivers and 7, respectively.

   The receiver is also surrounded by a closed envelope 98 which, however, has a special opening located high enough above the track to ensure that it is not clogged or obstructed by dirt or like material from the vicinity of the track or from below the machine.



  The fact that the receivers are enclosed in the chambers has the additional advantage that there is no danger that pieces of material will be sucked into one of the openings of the drawers such as 17,18 or 9 and fill the compartments. drawers It will be noted that the XY & Z receivers are located below the locomotive and that therefore a protection of this kind is advisable. It should also be mentioned that the collecting plates of the three receptors are established in such a way.

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 gon they fill the space inside the envelopes as much as possible so as to leave as little air space as possible.



  The modified remote control apparatus, shown in Figure 6 and in more detail in Figures 7 & 8, comprises a cylindrical housing H in which two pistons 78 & 79 operate, one at each end of the housing. Between the pistons is fixed between two flanges, spr a shaft assembling them, a floating valve ring 70 which is normally pressed by atmospheric pressure against an opening 90 connected to the train pipe 43 which is in turn connected to the shaver see empty train.

   The floated valve ring is free to move perpendicularly, the shaft so as to allow air pressure to keep the ring 70 pressed against the substantially rectangular slot forming the opening 90, as shown in figure 8, and making sure that there is no air leakage to the train pipe 43 through the siren 28. Rubber rolling rings 85 and 86 are provided in cavities between the pistons 79 and 78 and the internal cylindrical face of the housing h.

   These rolling rings are free to roll as the pistons are moved in the cylinder while at the same time providing the certainty that there is no air leakage to the chambers 6? and 68 through the siren 28.



  Siren 28 is mounted in a circular opening in the top face of housing ¯4 just above floating ring 70. Each of the pistons is normally engaged with a floating collar such as collar 100, the arrangement of both. ends of housing H being similar. The.,! floating collars receive the action of springs 87 and 88 which

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 turn act on pistons 78 & 79 to maintain them in the position shown with the floating ring 70 covering the opening 90 The floating collar I00 slides on a rod 89 fixed to the bottom of the housing and having a flange which prevents the spring 88 to act on the piston 79 when the piston is moved to the left from the position shown.

   In a similar manner, the spring 87 is prevented from acting on the piston 78 when the piston 78 is moved to the right of the position shown. This arrangement ensures the pre-positioning of the floating ring.
70 above opening 90 and prevents the position of the ring from depending on the relative forces of springs 87 and 88.



  The chambers 68 and 67 between the ends of the housing ¯4 and the pistons 78 and 79 respectively are normally subjected to a vacuum by the fact that they are connected to the vacuum tank of the train through the constricted openings 83 and 84, while say that lights 44a and 47a are connected to pipes 44 & 47 intended to be connected to the atmosphere in a manner which will be described later. If the two chambers are connected to the atmosphere simultaneously by the ports 44a and 47a the equilibrium state is not destroyed and the pistons and the spool remain in the position shown.

   If, on the other hand, only one of these chambers and any of them is connected to the atmosphere, the atmospheric pressure will be sufficient to move the conjugate pistons to the right or to the left depending on which of the chambers is connected. atmosphere and valve ring 70 opens light 90 and connects train pipe 43 to atmosphere.



  A description will now be given of the mode of operation of the apparatus shown in FIG. 6. It will be assumed that a locomotive is approaching signal 9.distance D by

 <Desc / Clms Page number 24>

 the left of figure I and that the locomotive Runs with the engine forward, with receiver Y to the left of the track and receiver Z to the right of the track. It is not necessary to consider with regard to figure 6 the circumstances which arise when the locomotive is running with the tender forward and backward, since it can be seen that the system which is going to be described is similar, with regard to the universality of operation, to the system described in connection with figure 2.



  If the remote signal marks "free way" the electromagnet B associated with the signal is excited and consequently when the train passes over the inductors B & A, the collector plates of the Y & Z receivers are affected by the magnetic field of these inductors so that a flux passes through the collector plates and the armatures 15 and 16 are attracted. The chambers 67 and 68 are then connected to the atmosphere by pipes 44 and 47, the drawers 17 and 18, the hermetic boxes 76 and 77 the pipes 73 & 72 respectively, and the reed whistle 35, which forces the whistle to issue a characteristic note. The driver then presses the detection piston APE and produces the re-establishment of the reinforcements 15 and 16 by means of the return pistons 20 and 19.

   It immediately restores the diver, however, since if it does not do so it would affect the application of the brakes by light 38. The train then continues on its way until it reaches the signal to stop. stop which also marks "free way".



  The electromagnet of inductor is therefore energized and consequently inductor 0 acts on receiver X to initiate a polarizing flux between collector plates 4 and 5 as well as between collector plates 6 and 7.

 <Desc / Clms Page number 25>

 



   Under these circumstances, retort has already been described, there is no operation of armature 11 and 1; train can continue its deckhouses without interruption.



   We will now suppose that the train is approaching the remote signal D and that this signal marks "'danger" -, In this case, the inductor B is "dead" and the receiver Z which passes on the inductor A collects alone a flow, which causes the traction of the armature 16. The chamber 68 is then connected to the atmosphere by the pipe 47 the drawer 18, the her metic box 77, the pipe 72 and the whistle 35 under the chamber 67 remains under vacuum, This means that the normal equilibrium state in the remote control unit E is destroyed and the valve ring 70 moves to the right and connects the train 43 to atmosphere through siren 28, causing partial brake application and siren operation.

   As the receivers practically fill the sealed boxes, there is very little air space in box 77 and therefore the time required for the pressure in box 77 to rise to a sufficiently low value to allow the operation of the spool will be negligible * The whistle 35 also works at this time, but as already mentioned,

   the noise made by the siren muffles in practice the noise does not make the whistle The siren produces a high note quite distinct from that produced by the whistle and indicates to the driver that the remote signal he has just passed marks 0 danger " He immediately activates the locating plunger APE and thus restores the armature 16 by means of the resetting plunger 19 and as at the same time it connects the train pipe 43 to the etmosphere at 1 dexterity of the air. light 38, it must immediately

 <Desc / Clms Page number 26>

 restore the diver to normal.

   When the frame 16 returns to normal, the drawer 18 is closed and the vacuum is reestablished in the chamber 68 through the narrowed orifice and the pipe 69 subsequently because the air is now cut off from the chamber 78 The state of equilibrium is reestablished radically, 1 valve ring 70 returning to its normal position and eliminating partial application of the brake while simultaneously stopping the siren operation, - takes that the whistle 35 also stops when the drawer 18 is closed.



  If it happens that the mechanic passes the stop signal which follows the remote signal and which also marks "danger", the electromagnet of inductor 0 is energized and the collector plates 6 and 7 are influenced by the permanent magnets and the flux passes between these collector plates and causes the attraction of the armature 3. The diaphragm II of the train arrestor 9 is normally held in the position represented by atmospheric pressure, with air being admitted through ports 64 and 65 on the left side of the diaphragm while vacuum is maintained by a vacuum. narrowed orifice on the right side of the diaphragm.

   When the drawer 9 opens, as a result of the operation of the frame 3, the atmospheric pressure is established on the right side of the diaphragm II. since this side of the diaphragm is now connected to the atmosphere by pipe 46, drawer 9, hermetic case 98 and inlet port 93. The diaphragm therefore moves to the left by carrying with it the valve 66 which then opens and connects the train pipe 43 to the atmosphere through the orifices 64 and 65 which are of suitable dimensions to allow an emergency application of the brakes.

   An emergency application of frins is thus effective

 <Desc / Clms Page number 27>

 -killed and can only be removed when the driver presses his APF sighting plunger. If this is preferably done only after the train has come to rest, the vacuum chamber 1 is connected to the reset piston 8 through pipe 80, lumen 82 and pipe 45 and this pistun operates and restores armature 3 to normal.



   The driver must, however, immediately restore the APF plunger, since if he does not do so, the train pipe
43 is connected to the atmosphere by light 14 and it will not be possible to completely release the brakes. When armature 3 returns to its normal position, vacuum gradually reestablishes in the chamber to the right of diaphragm II and the diaphragm moves to the right and closes valve 66. When valve 66 is closed, the train is again under the control of the driver and the driver can continue until the next signal.



   As mentioned in connection with the arrangement shown in Figure 2, it may be desirable to employ only one of the & F brake control arrangements, and not both at the same time In the apparatus shown in. Figure 7, it is possible to remove the remote control gear ± by unscrewing it and fitting a plug in the threaded part of the undercarriage pipe connection extending to the slot 90.



  It should be noted that this provision is susceptible of progressive application in the sense that a complete train stopping system without signal devices could be established in the first place and that the remote control of the signal with signals different acoustics could be added at any time without involving

 <Desc / Clms Page number 28>

   - radical change in the part already equipped.



  We will now give the description of. the track equipment and the locomotive equipment shown in Figures 9-II. Of these figures, figure 9 shows the switchgear while the remaining figures show the switchgear. The locomotive control gear which works in conjunction with the previous one, Figure 10 showing the control valve and acoustic signal arrangements and Figure II showing the receiver relay and sighting plunger.



  Referring to Figure 9, we see that the track equipment located at a remote signal comprises inductors A and B, similar to those shown in Figure 3, but arranged differently on the track. Inductor B, which consists of an electromagnet. is placed on the track with its core perpendicular to it while the inductor, which consists of a series of permanent cobalt steel magnets, is placed lengthwise along the track behind the track. inductor B The distance between inductors A and B can advantageously be about 10 feet but can vary within very wide limits.

   The inductor is controlled by means of a remote signal lever in a circuit extending by contacts controlled by the semaphore arms, and arrangements may be such that the inductor is also controlled from the channel. in such a way that its circuit is effectively completed by the train itself so as to achieve savings in current consumption.

   The inductor C which is located at a signal ar -l 'and consists of an electromagnet and a permanent magnet placed as shown, with the electromagnet located above the middle of the permanent magnet, and it is identical to

 <Desc / Clms Page number 29>

 inductor C shown in Figure 3 and is controlled in a similar manner to The receiver relay shown in Figure 10, which is mounted on the locomotive at a suitable height eg 4 inches above the rails consists of four collector plates 120.121 * 122 & 123. An armature 124 is mounted in the center of the receiver and is arranged so as to be actuated by the flux collected in the plates 120 and 121 or in the plates 122 and 123.

   A thin anti-rust steel plate or phosphor bronze blade 125 and a window 126 constitute a drawer of the type which has already been described in detail in connection with Figures 4 & 5. The normal position of the frame 124 is. in contact with the pole pieces 127 and 128 and with its other ends separated from the pole pieces 129 and 130 When the magnetic flux is collected by the plates 120 and 121 by the fact that the receiver passes over the inductor A or permanent magnet of inductor C¯ (non-excited electromagnet),

   the mature ar is attracted to the pole pieces 129 and 130 and the slide 125 discovers the slot 126. The frame can be rowed into its initial position either by the fact that the receiver passes over an inductor in the state excited as a result of which the magnetic flux picked up by the plates 122 and 123 forces the armature to return to normal. or by the actuation, by hand, of a diver of observation 113.



  This latter operation will be described below. A description will now be given of the construction of the valve shown in FIG. 10. This valve comprises a housing 101 which is mounted directly on the trap 108 forming an extension of the discharge line. train 132 and it carries- at its lower end an auxiliary housing-

 <Desc / Clms Page number 30>

 -re 102 which supports a tensioned rubber diaphragm 103 This diaphragm in turn supports the slide 104 of a lifting valve which carries at its upper end the plate 105 provided with a buffer, this plate, being arranged in so as to engage the circular rim 106 of the IOI housing when the valve is applied to its seat.

   The chamber 107, above the plate 105, is connected directly to the trap 108 and to the train line by an extended orifice, while the chamber 109 located below the rubber diaphragm 103 is connected to the tank at. vi of the train through the pipe 110 and the narrowed orifice III A chamber II2 located below the platform 105 is connected to the pipe leading to the acoustic signals in the locomotive cabin, while a shut-off valve 133 is provided at -above the top and can be lowered by screwing, if desired, so as to engage with the slider neck and prevent its operation; . This arrangement will be used if it is desired to eliminate the automatic control at any time.



  The valve system is located below the locomotive in the immediate vicinity of the train pipe and is connected to the receiving relay by the pipe 110 which can advantageously be of short length so that the valve system and the relay can be connected. located in the same place below the locomotive It is then necessary to have only two pipes extending upwards into the cab of the locomotive, one connecting to the signal device and the other connecting connecting to the finding diver shown in. Figure II, This finding plunger consists of a push button 113 which is maintenudans its non-spring actuated position;

 <Desc / Clms Page number 31>

 sausage 137.

   The chamber below the push button is. connected by a pipe 114, a chamber 115 which is covered at its lower end by a rubber membrane
138. When the plunger is suddenly actuated, the air in the hose and in the chamber below the pushbutton and in the chamber 115 is compressed and the rubber membrane 138 is therefore forced back towards it. outside, and if the frame 124 is actuated, the membrane meets the plate 116 and returns the frame to the position shown.

   A leak hole 117 is provided in the chamber below the push button, so that if the driver tries to keep the push button down, air escapes through this leak hole and the diaphragm. rubber returns to normal. It is therefore impossible for the mechanic to remove the automatic control while keeping the plunger lowered.

   It is easily understood that, if desired, a piston which is biased by a coil spring little!:. be substituted for the rubber membrane
A description will now be given of the mode of operation of the system when the locomotive passes a distance signal and a stop signal marking 9 'free track II and "danger". When the locomotive passes a distant signal marking' free track ", the collector plates 120 and
I2I of the receiver collect a flux from a permanent magnet placed in the length of the track. The frame 124 is therefore actuated and the drawer 125 is actuated to uncover the slot 126.

   The vacuum is therefore rapidly destroyed in line IIO and chamber 109 and the slide member is moved upward, under the influence of rubber diaphragm 103, to detach the valve from the seat.
This movement of the drawer is accelerated owing to the fact that as soon as

 <Desc / Clms Page number 32>

 
 EMI32.1
 as the tray begins to lock: the air is sucked out of the chamber 112 along the circular ridge 106 in
 EMI32.2
 the train pipe The pipe j2 train, 'is then connected directly to the horn 134 and the latter starts to resonate The receiver relay however encounters pr <f8 (]. t1.Í; immediately an excited electromagnet which is located 1 ;

   ans1e ci.:..'is in relation to the track and consequently the collector p1: 1.tWd 122 and î23 collect flux and ra.:nènl.mt 11 ± '\, l'ü1é. ,,; \ ilÀre 124 in its initial position. The slot 126 is therefore
 EMI32.3
 closed, the vacuum sr'tQ, gradually blows into the pipe 110 and the chamber 109, and the diaphragm 103 and the. lift valve return to normal.

   The return to normal (The valve is however further delayed by the fact that there is a somewhat reduced pressure in chamber 112 as a result of the exhaustion of the air to the train pipe. It will therefore be noted that the slide 104 is actuated
 EMI32.4
 quickly and returns to normal relatively slowly, only while the permanent magnet and the electromagnet
 EMI32.5
 are located close to one of 113J.x, re along the way, horn 134 will sound for an appropriate length of time, for example one second.
 EMI32.6
 



  When the locomotive exceeds a sigriai 1 ctiC1i <. \. LiC- '; owing to "danger", the electromagnet is not activated and consequently the slide is not brought back to normal. The horn therefore continues to resonate and to indicate to the driver that it passes a signal marking "danger" If it is aler
 EMI32.7
 -te, he activates his plunger of observation in the manner already described so that the cu.outcaouc membrane is stretched and brought back the armature 124 in the position shown to close the slot 126 The vacuum will therefore be established once more in pipe 110 and chamber 109 and slider

 <Desc / Clms Page number 33>

 returns to the position shown.

   



   At a stop signal, the electromagnet is located above the permanent magnet and therefore the electromagnet is energized, as is the case if the signal marks "free path" the action on the frame 124 prevents it from being actuated.



   If, on the contrary, the stop signal marks "danger", the permanent magnet is the only one in action and as the receiver does not pass over other magnets on the track, the slide is activated and is not returned to the normal automatically. The horn therefore continues to sound to indicate to the driver that he is passing a signal marking "danger II". The finding must therefore be made as described.



   It will therefore be noted that two acoustic signals are given to the conductor 1.- short whistle of the horn indicating that the signal marks "route liore" 'while a prolonged whistle indicates that the signal marks "danger". If you want to provide two signals with different notes:, a siren
136 can be mounted in the pipe leading to the horn 134 in the position shown.

   This siren is provided with a heavy rotating orgasm, sure that some time will elapse before it has taken sufficient force to start emitting its note. A suitable delay period would be about 2 seconds. With this particular arrangement of two acoustic signal devices the horn will only sound for remote signals marking "free way" as the pipe leading to the cornet and mermaid e:

  t only connected to the train pipe for about a second while at signals (the stop or remote marking "danger", this pipe is connected to the train pipe for an appreciable length of toins and it will therefore be pos-

 <Desc / Clms Page number 34>

 -sible for the rotating member of the siren to take sufficient force to force the siren to emit its. note.



  The sound emitted by the siren is superimposed on the sound emitted by the horn and this sound will be entirely distinct from the note emitted by the horn alone; furthermore, this combined sound will be emitted for a prolonged length of time while the note emitted by the horn alone has a short duration.



  It will be noted that a train control and signaling system in the cabin is thus obtained which is very simple in construction, particularly owing to the fact that no duplication or overturning of parts is necessary, and which is effective in operation by the fact that it makes it possible to give an acoustic signal each time a remote signal is exceeded The invention also has the advantage that no electrical parts are required on the locomotive since all the parts are actuated by pneumatic means and by,

  besides the particular arrangement for actuating the valves by the magnets on the track allows these valves to be actuated with a minimum of operating force and thus allows the collector plates to be supported at a greater distance from the magnets than this This would not be possible, which gives great freedom without reducing safety. It is understood that the invention can be considerably modified without departing from the essence of the invention. For example, in some districts,

   it may be disadvantageous to employ electromagnets and in these circumstances mechanically actuated permanent magnets may be employed in place of elements 2 and Ç already. described * The permanent magnets are mounted to rotate through an angle of

 <Desc / Clms Page number 35>

 
90 around a central pivot and their normal position will be parallel. with the magnets held in this position by a suitable coil spring against permanent stopping. Sensing contacts are also provided so that the existing signal arm repeater circuitry discovers the normal or stop position of the signals. magnetanta while the rotation is effected by means of

  an extension of the existing mechanical tension wire. Has a remote signal when the signal marks "free way" the permanent magnet replacing 1! electromagnet.] will be placed perpendicular to the track so that it puts the receiver back in position in exactly the same way as an electromagnet B.



  To the stop signals marking It is free ":, the love will perish nant will be peroendicular to the way and will have the same effect as an inductor C having its electromagnet excited, since it simply retains 1 armature of the receiver in its normal position.



  By employing a purely mechanical arrangement of this kind, a considerable saving in batteries can be achieved.

** ATTENTION ** end of DESC field can contain start of CLMS **.


    

Claims (1)

CLAIMS I / An arrangement for magnetically controlling the operation of a brake or signal control element on a locomotive, in which the armature located in the magnetic circuit which is influenced by magnets on the track is so arranged. at. connect the train pipe to the atmosphere <Desc / Clms Page number 36> by moving a thin metal blade from above a cast iron or opening in a smooth surface against which the wool is normally pressed by the difference in fluid pressure on its two faces. 2 / Apparatus for use on a locomotive, in a train control and / or signaling system in the cab, comprising two pairs of collector plates, each pair being intended to be excited by magnets located along the track, in which the armature acting between the pole pieces of the two pairs of collecting plates is intended to rest normally against the pole pieces of a pair and to be actuated towards the pole pieces of the 'other pair when this other pair: ? is only energized, so that if the two pairs of collector plates are actuated simultaneously, the first pair of collector plates will intervene to prevent the armature from operating under the force exerted by the other pair. 3 / An arrangement for use on a locomotive in a train control and / or signaling system in the cab in which the armature operates between the pole pieces of two pairs of collector plates and is intended to be moved apart from a pair of pole pieces towards each other by energizing the appropriate pair of manifold plates, which effects opening of a valve when moving in one direction, and closing of the valve when moving in reverse . 4 / An arrangement according to claims 1 to 3, comprising a pair of collector plates disposed on the opposite sides of the pivot around which the frame rotates, and a thin sheet metal blade connected to the frame and intended to be of- <Desc / Clms Page number 37> placed on top of a smooth surface containing a slit or opening to connect the train pipe to the atmosphere. 5 / Track equipment for use in a train control and / or signaling system in the cab, comprising two track elements arranged so as to have their midpoints located one above the other at the part of the track, characterized in that one of these elements is intended to be always in action while the other element is intended to be made active or inactive in accordance with the conditions of the track. 6 / Apparatus for use on a locomotive in a train control and / or signaling system in the cab, comprising two pairs of receiving elements arranged so that the midpoints of each pair are hole - wind in the vertical central plane of the locomotive, characterized in that a pair of receiving elements is intended to cause, when actuated independently of the other, the operation of a control element of the locomotive. brake and / or signaling, while the other pair of receiving elements is intended, it is actuated substantially at the same time as the first pair to prevent this operation from occurring 7 / A train control system and / or signaling in the cabin, in which the application of the brakes and / or the actuation of the signals are controlled by magnets located on the track, characterized in that two magnets separated from each other and perpendicular to each other are placed in the vicinity of the remote signal and two superimposed magnets at golden angles are located in the vicinity of the stop signals, in order to control a receiving element <Desc / Clms Page number 38> unique to the locomotive in different ways. 8 / A train control and / or signaling system in the cab, in which the application of the brakes and / or the operation of the signals are controlled by magnets located on the see, characterized in this that the magnets in the path of a remote signal are intended to operate the single armature of the receiving element and then return it to normal if the signal marks "free channel", while magnets located in the vicinity of the stop signal are arranged so as to operate this armature only if the stop signal marks "danger". 9 / Apparatus for use on a locomotive, in a train control and / or signaling system in the cab, in which the operation of a pneumatically actuated acoustic signal device is intended to be started and stopped by the track switchgear to give a sound of limited duration to indicate a condition of the track, and to be initiated but not stopped by the track switchgear so as to provide a sound that can be terminated only by a switchgear on the locomotive, with the aim of indicating a 3- different state of the track ,. 10 / A train control and / or signaling system. in the car, in which two track elements are arranged at equal distances from the center line of the track but on opposite sides thereof, and in which two similar receiver elements are arranged at similar distances from the center of the track. axis of the locomotive but on the opposite sides of it -CI so as to be actuated by elements do see substantially at the same time, characterized in that each element <Desc / Clms Page number 39> receiver and intended, when actuated independently of the other, to cause the operation of a signal device and / or a brake control element, while the two receiving elements are so arranged that if they are both actuated simultaneously or nearly simultaneously, no such operation is produced II / Track equipment for use in a train control and / or signaling system in the cab, comprising two deviation elements arranged, at equal distances from the axis of the track but on the sides opposites thereof, characterized in that these elements are intended to be controlled so as to be similar to each other or to be dissimilar to each other depending on the conditions of the track. 12 / Apparatus for use on a locomotive in a train control and / or signaling system in the cabin, comprising a pair of similar receiving elements arranged at equal distances from the axis of the locomotive but on the opposite sides thereof characterized in that each receiving element is intended, when it is actuated independently of the other, to cause the operation of a signal device and / or of a control element. brake control, while the two elements d. -sensors are arranged in such a way that if they are both actuated at the same time or substantially at the same time, no such operation occurs. 13 / A train control or signaling system in the cabin, in which two voice elements: are <Desc / Clms Page number 40> -positioned so as to have their mid-points so bent on the middle of the track, and in which a pair of independent receiving elements are arranged so as to have their collecting surfaces placed in such a ramus. on the locomotive that they are actuated by this track elements substantially at the same time, characterized in that one of these receiving elements is intended, if it is actuated independently of the other , to perform the operation of a brake control and / or signaling element, and in that the other of these receiving elements is intended, if it is actuated at the same time as the first element, to prevent this first item to have no effect. I4 / Apparatus for use on a locomotive according to claim 9, in which one acoustic signal device is intended to operate as soon as the valve is opened while another acoustic signal device is intended to operate. after a predetermined time has elapsed if the valve remains open during this time. 15 / / Apparatus for use on a locomotive according to claim 14, wherein the further acoustic signal device comprises a siren provided with a heavy rotating member and intended to become capable of being heard only afterwards. a determined time, siren which is connected to the same pipe as the first acoustic signal device or to its equivalent. 16 / Track equipment for use on a locomotive in a train control and / or signaling system in the cabin according to claims 5 & II. comprising an ai mant which is intended to be rotated around its center so as to assume a position parallel or perpendicular to the <Desc / Clms Page number 41> channel p depending on the state of the. way. 17 / Track equipment for use on a locomotor in a train control system and / or signaling, - -tion in the cabin according to claims 5, 11 and 16, wherein a permanent magnet is intended when is placed in a position parallel to the track, to produce the operation of a reinforcement on the locomotive in one direction while when it is placed in a position perpendicular to the track, it is intended to produce the operation of -the reinforcement in reverse 18 / Switchgear for use in a train control and / or signaling system in the cab, according to claims 10 and II in which two track elements are arranged directly opposite one another * 19 / Track equipment for use in a train -mande control system and / or signaling in the cabin according to claims 5 and 13, wherein a track element is placed along the axis of the track while the other track element is placed perpendicular to the track. 20 / Track equipment for use in a train control and / or signaling system in the cabin according to claims 5,10,11,13, 18 and 19 !. wherein one track member is in the form of a permanent magnet while the other track member is in the form of an electromagnet controlled in accordance with the condition of the track. 21 / Track equipment for use in a train control system and / or signaling in the cab according to claim 20 wherein the permanent magnet and the electromagnet are arranged so that the lines joi- <Desc / Clms Page number 42> -gnant their respective poles are parallel to the track. 22 / Apparatus for use on a locomotive in a train control system and / or signaling in the cabin, according to claims 10 & I2, Gans which each receiving element comprises a pair of glued magnetic plates having pole pieces intended to act on a common reinforcement. 23 / Apparatus for use on a locomotive in a train control and / or signaling system in the cabin according to claims 6 & 13, wherein the receiving element consists of two pairs of collector plates magnetic poles having pole pieces intended to act on a common armature, one of these pairs of collector plates being intended to hold the armature, when it is excited against the traction of the other pair, 24 / Apparatus for use on a locomotive in a train control and / or signaling system in the cabin according to claims 6,10, 12 and 13, in which the armatures controlled by these receiving elements are arranged so as to control by pneumatic means the operation of a device for applying the brakes or for signaling. 25 / A train control system and / or signaling in the cabin according to claim 8 wherein two acoustic signal devices comprising a whistle and a siren are provided, the siren being actuated only when a signal marking "danger "is exceeded, while the whistle is actuated alone when a signal indicating free way It is exceeded. <Desc / Clms Page number 43> 26 / Apparatus for use on a locomotive in a system of train control and / or signaling in the cabin, according to claims 10 and 12, wherein chae receiving element is intended when actuated inde - while on the other hand, to destroy the normal state of equilibrium of a valve balanced by closely identical conditions s ion of fluid in two chambers and to cause its operation while $ they are actuated substantially at the same time, 1 s receiving elements do not affect the state of equi free. 27 / A train control and / or signaling system in the cabin, comprising two arrangements according to claims 10 and 12, one of these arrangements being intended to be controlled by a remote signal while the other the arrangement is ordered from a signa ,! shutdown, each arrangement being arranged so as to function independently of the other. 28 / Apparatus for use on a locomotive in a train control and / or signaling system in the cabin according to claim 27, in which pneumatically actuated brake control arrangements for the remote signals are mounted in an assembly which is detachable separately from the brake control arrangements, pneumatically actuated for stop signals. 29 / Track equipment for use in a train control system and / or signaling in the cabin according to claim 27 wherein the track elements associated with the remote signal consist of a permanent magnet. nent and an electromagnet symmetrically arranged on opposite sides of the track axis, while the track elements associated with the stop signal consist of a permanent magnet. <Desc / Clms Page number 44> -nent and in an electromagnet perpendicular to each other with their midpoints in the axis of the track. 30 / Apparatus for use on a locomotive in a yss téme of train control and / or signaling in the cabin according to claims 6,10,12,13,22,23 and 24, wherein the element or elements receivers are housed in an airtight case and act to connect a chamber or exhaust pipe to the atmosphere of the case. 3 / Apparatus for use on a locomotive in a train control system and / or signaling in the cabin, according to claim 30, wherein the casing enveloping the receiver is such that it leaves a minimum of air space, and in which the body is connected by a pipe, to a whistle actuated by the vacuum so that the whistle sounds as soon as the chamber or pipe where the vacuum has been made is connected to the atmosphere in the checkout. 32 / Apparatus for use on a locomotive in a train control system and / or signaling in the cabin, according to claim 30, wherein an air inlet in the body is at a distance sufficient to prevent void, dirt and the like from being sucked into the crate. 33 / An arrangement for controlling the application of the brakes or the operation of cabin signals in an arrangement according to claim 26, in which each chamber is provided with two diaphragms or equivalent movable members, one of the diaphragms of a chamber normally being balanced by one of the diaphragms in the other chamber. the balanced diaphragms jointly controlling the operation of a valve <Desc / Clms Page number 45> to apply the brakes when the balance is broken @ and the emission of a characteristic acoustic signal, while each of the diaphragms is free to move in accordance with the pressure in the chambers to control another or more other valves and the operation of a second characteristic acoustic signal 34 / An arrangement for controlling the application of the brakes or the operation of signals in the cabin in an arrangement according to claim 26 in which each chamber is provided with two pistons which normally balance each other. and control a slide a resilient means acting on each piston to force the piston to move to its neutral position but not beyond, of this-The position when the pressures in the chambers are equal Se 35 / A train control and / or signaling system in the cabin, in substance as described and shown in the appended drawings, 36 / Apparatus for use on a locomotive in a train control and / or signaling system in the cab, in substance as described and shown II in Figures 2,4,5,6,7,8,10 and "of the accompanying drawings. 37 / Switchgear for use in a train control and / or signaling system in the cabin, in substance as described and shown in the figures 1, 3 and / 9 of the attached drawings.