US2136439A - Train control system - Google Patents

Description

Nov. 15, 193s. A. E. Hum 2,136,439

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TRAIN CONTROL. SYSTEM Filed Feb. 2, 1957 6 Sheets-Sheet 6 Patented Nov. l5, -1938 UNITED STATES PATENT OFFICE Application February 2, 1937, Serial No. 123,706 In Great Britain February 8, 1936 19 Claims.

This invention is for improvements in or relating to train control systems of the kind in which a receiver on the train is arranged to traverse and to be inductively influenced by,

without Contact with, tWo magnets disposed apart along the track at each signal location, whereby the receiver under the influence of the first magnet applies the brakes and/or operates a Warning device and may be reset under the influence of the second magnet and in which means associated with the signalling system are provided or rendering the second of the magnets to be traversed operative or inoperative according to whether the signal is at clear or at danger, respectively, and in which means under the control of the driver are provided for resetting the receiver.

According to this invention, a train control system of the kind referred to is characterized in that the receiver comprises a movable permanently polarized member With or Without an associated collecting-plate and in that the two track magnets and permanently polarized member or collecting-plate are so relatively disposed and the polarized member is so initially set that an operative pole of each active track magnet influences the polarized member or said collecting-plate so as each to effect a single movement of the polarized member and in that the operative pole of each magnet and the permanently polarized member or collecting-plate overlap during traverse and one or both of them extend across the centre line of the track. Preferably, a single permanently polarized member the track magnets, are disposed along the centre line of the track. It will be appreciated that in referring to two magnets each magnet may be made up of a group of magnets but any one group of magnets eects but a single movement of the permanently polarized member. By ope erative pole is meant a pole which influences the receiver in such a Way as to move the per- 4 manently polarized member. In an arrangement in which a collecting-plate is associated with the polarized member, only a single collecting-plate is arranged across the Width of the track.

In one arrangement, according to this invention, the track magnets are so arranged with their poles along the length of the track that both poles are traversed in succession and so that the second pole is the operative pole and effects said single movement of the polarized member, While the first pole tends to keep said f is employed in the receiver which, together with member in the position to which it was last moved.

The single movement of the polarized member, when traversing a track magnet, may be effected by so arranging each track magnet that the lines of force from one pole only of each track magnet effectively influence the polarized member.

The polarized member may be arranged to be influenced only by the lines of force from one pole of each track magnet by so arranging the track magnet that only one pole is traversed. For example, by arranging the track magnet transversely to the direction of the track so that only one pole will be immediately beneath the receiver.

As already indicated, the train control system is of the kind including means under the control of the driver for resetting the receiver mechanism. These resetting means may cause the polarized member to be moved from the brakeson position back again to its initial position. Preferably, the first magnet of each pair to be traversed is a permanent magnet and the second is an electro-magnet.

An important feature of the invention consists in that said polarized member comprises a permanent magnet. In an alternative construction, however, the polarized member may comprise an armature movably mounted in relation to and influenced by a fixed permanent magnet in the receiver.

A further feature of the invention consists in that the polarized member, whether it be a permanent magnet or an armature, is so mounted that between its limits of movement it is in unstable equilibrium, tending to remain at one of said limits. In this arrangement, when the polarized member comprises a pivoted permanent magnet, it may have associated therewith a xed armature, so arranged that at each limit of movement of the permanent magnet, one or other of its poles is nearer the armature than the other, whereby there is a tendency for the permanent magnet to remain at either limit of its movement.

The effectiveness of the track magnets in moving the permanent magnet may be enhanced by the provision of a xed collecting-plate on the receiver which is arranged to be inuenced by the track magnets during the traverse thereof so that the collecting-plate temporarily becomes a magnet and which collecting-plate is so disposed in relation to the movable permanent magnet of the receiver that the latter is moved from one limit of movement to the other, when the receiver traverses a track magnet. Preferably, the permanent magnet of the receiver is pivotally mounted and a collecting-plate is arranged so that a part thereof extends across the pivot axis on one side of the magnet. A second collecting-plate may be so disposed that a part thereof extends across the pivot axis on the opposite side of the permanent magnet, for example, one plate may be above and the other below the magnet, the upper one of which is preferably longer than the other. The purpose of arranging one collecting-plate to be longer than the other is so that when the shorter collecting-plate is over one pole of the track magnet, the longer collecting-plate may be influenced by the other pole and thus both poles of the track magnet may effect movement of the permanent magnet of the receiver.

It will be appreciated that it is necessary in a train control system of the kind referred to at the commencement 0f the specication for the movable member of the magnet of the receiver to be disposed comparatively close to the track magnet and thus there is the danger, unless precautions are taken to the contrary, for the receiver to be damaged by obstacles on the track. An important feature of the present invention consists in that the magnetic receiver is housed Within a non-magnetic steel casing which, for example, may be formed from what is known as a non-austenitic stainless steel alloy.

In an arrangement in which the receiver comprises collecting-plates, one or both may form a closure for the casing. The casing may be domeshaped and the upper collecting-plate may be arranged to form a closure member.

When a train control system according to the present invention is associated with a visual track signalling system, the track magnets may be located near any visual signal location in a number of different ways. For example, two track magnets may be located one after the other along the track near each visual signal location, either in close proximity to one another or disposed apart. Whichever arrangement is employed, the track magnet in each pair last to be traversed by the receiver is so controlled that it only energizes the receiver when the signal is clear. Where the magnets are in close proximity they will move the polarized member and return 1t again to its initial position in such rapid succession that the driver will not receive any indication in the cab. The object of disposing the two magnets of any pair apart is so that the driver may receive a short indication, for example on the warning device, when the signal is' at clear. In yet another arrangement of track magnets, two pairs of track magnets are disposed apart along the length of the track near any visual signal location, so that the last pair to be traversed is in close proximity to said location. The purpose of this arrangment is that after the rst pair of magnets has given a warning to the driver that the signal is at danger, he can slacken speed until such time as the second pair of magnets gives him a warning. On receipt of this second warning he should stop the train, and he will then be close enough to the visual signal to receive an indication from it when the track is again clear.

The above arrangements of track magnets are suitable for use with a signalling system in which a single visual signal concerning any particular line is provided at each location. For example, there may be disposed at successive locations on the track a visual distant signal and a visual home signal. In such an arrangement, there may be arranged near each distant signal two track magnets disposed one after the other along the track and there are arranged near each home signal location two pairs of magnets, the magnets in each pair being arranged in close proximity, and the two pairs being separated along the length of the track, and, as already referred to above, the magnet of each pair last to be traversed by the receiver is provided with means which permit it to energize the receiver only when the signal is at clear.

Where, at any signal location, there are two visual signals concerning any particular track, namely a visual home signal and a visual distant signal, two pairs of track magnets are disposed apart along the length of the track near the signal location and are so arranged that the pair last to be traversed by the receiver is in close proximity to the visual signals, the magnets in either pair may be either disposed apart or in close proximity but, preferably, the magnets in the first pair are disposed apart and the magnets in the second pair are in close proximity. Preferably, in any of the track magnet arrangements referred to above, each magnet is arranged with its poles apart along the length of the track.

In an arrangement in which the receiver controls the application of the brakes by opening a valve in the train-pipe, it is convenient for the Valve to be located at a distance from the receiver, for example, in the drivers cab. Said valve may be operated by the receiver either through a pneumatic transmission or an electric transmission. Various methods of arranging transmissions are hereinafter described and claimed.

Such transmissions, in addition to controlling the application of the brakes, may also be arranged to operate an audible warning device. A feature of the invention consists in that a delayaction device is so associated with the train-pipe valve that the valve opens a predetermined time after the actuation of the warning device. This arrangement is particularly suitable for use with a track magnet system in which the magnets of a pair are disposed apart. In such an arrangement, when the signal is at clear both track magnets are energized. It is desirable that a warning shall be given without the application of the brakes. It will be appreciated that when the first magnet is traversed, the warning device will immediately come into operation, but owing to the delay-action device the brakes will vnot have been applied by the time the polarized member is returned to its initial position by the second track magnet.

It will be appreciated that where a pair of track magnets are provided, and also means for resetting the receiver member, the latter may be operated upon in any of three ways. When the track is clear, it will be given a double movement, i. e. two movements in opposite directions, by the two track magnets, and when the signals are at "danger may either receive a single movement by one of the track magnets so as to apply the brakes, or it may be again returned to its initial position by the resetting means. It is convenient for the driver to know what o-peration took place at the signal location which was last passed and a feature of the present invention consists in the provision of a visual indicator which is so associated with the movable member of the receiver that three different indications are given according to whether a single movement, a double movement or a resetting movement are given to the receiver member, any one of which indications, after being recorded, is retained until the indicator is next operated. Two different forms of indicator are hereinafter described and claimed.

The following is a description of certain alternative ways of carrying out the invention, reference being made to the accompanying drawings, in which:-

Figure 1 is a diagrammatic sectional elevation of the apparatus on the train in which a pneumatic transmission is employed for transmitting the movement of the polarized member in the receiver to the train-pipe valve,

Figure 2 is a diagrammatic plan view of the apparatus shown in Figure 1, and also showing the disposition of the track magnets for use with a signal system in which a single visual signal concerning any particular line is provided at a number of locations on the track,

Figure 3 shows the disposition of the track magnets for use with a signal system in which at each signal location on the track there is a visual distant signal and a visual home signal concerning any particular line,

Figure 4 is a somewhat similar diagrammatic view to Figure l, showing an electrical transmission between the receiver and the train-pipe valve,V

Figure 5 shows an alternative arrangement for the electro-magnetic means which controls the train-pipe valve when a pressure system is employed instead of a vacuum system,

Figure 6 is a front elevation of one form of indicator,

Figure '7 is a section on the line 'I-l of Figure 6,

Figure 8 is a similar view to Figure 6 but with the indicating dial removed,

Figure 9 is a fragmentary elevation showing the moving parts in a position when the track signals are at clear,

Figure 10 is a section on the line lil-III` of Figure 9,

Figure 11 is a fragmentary elevation showing the moving parts in a position when the track signals are at danger and a moment after the driver has operated the 'resetting mechanism,

Figure l2 is a section on the line I2-I2 of Figure 11,

Figure 13 is a fragmentary elevation showing the moving parts in the position they assume after the driver has operated the resetting mechanism,

Figure 14 is a section on the line III- I4 of Figure 13, and

Figure 15 is a similar view to that shown in Figure 1 of an alternative form of receiver in which a soft-iron pivoted armature is inuenced by a iixed permanent magnet on the train.

Referring to the arrangements shown in Figures 1 and 2, the magnetic receiver comprises a permanent magnet I@ arranged with its poles disposed apart in the direction of the track. The permanent magnet is arranged to rock about a horizontal axis disposed transversely across the track and has secured to it an upwardly-extending arm Il in which is loosely mounted a valve member I2. A fixed armature I 3 having a collecting-plate III is disposed beneath the permanent magnet IB and a similar armature I5 is disposed above the permanent magnet. The armatures vare U-shaped so as to provide a pair of opposed projections at each end of the permanent magnet. The opposed projections are disposed at such a distance apart and the pivot axis of the magnet I 0 is so disposed in relation to the armatures that one end or other of the magnet tends to remain attracted towards one or other of the projections. The armature I5, however, is provided with a longer collecting-plate I6 than the aforesaid collecting-plate I4. The length of the upper collecting-plate I 6 is about the same as the length, namely 22 inches, of each track magnet, one of which is indicated at II in Figure l. The receiver also comprises a resetting mechanism for the permanent magnet I0. The resetting mechanism comprises a iiexible diaphragm I8 which divides a casing I9 into two compartments and 2I, which diaphragm is urged by a spring 9 towards the right in Figure 1. The compartment 2I is provided with a bleedhole 22 communicating with the atmosphere. The compartment 20 communicates through a conduit 23 with a valve chamber 24. Normally, the conduit 23 is placed in communication with the atmosphere through an air lter 25 in the valve chamber 24 but when it is required to reset the Vpermanent magnet I Il, a slide valve 26 in the valve chamber 24 is moved by a manipulating member 21 against the action of a spring 8 so as to connect the conduit 23 through another conduit 28 with a source of vacuum 29. Secured to the diaphragm I8 is a resetting rod 30 having a slot 3I formed therein through which the arm I I extends. The resetting rod 30 also carries aresetting valve member 22. The resetting valve member and the valve member I2 coi-operate with two ports formed in a nose-piece 33 at the end of a control conduit 34. It will be seen from Figure 1 that the permanent magnet Ill, the armature I3 and its collecting-plate I4, the armature l5, the diaphragm casing I9 and its associated parts are all housed within a casing 35 which is domeshaped and has its closed end directed downwardly. The casing is closed at its top by the collecting-plate I6. The function of this casing is twofold. It prevents the parts of the receiver housed therein from mechanical damage through obstructions on the track and also shields them from dust and dirt. The casing requires to have considerable strength and is formed from a nonaustentic stainless steel alloy in order not to interfere with the operation of the permanent track magnets. The casing is circular and is of a suitable size to house the lower collecting-plate which is a disc 6 inch-es in diameter. The upper collecting-plate is 22 inches by 10 inches wide and is secured by bolts 36 to flange 31 formed at the upper part oi the casing 35. A sealing ring 38 is disposed-between the upper collecting-plate and said flange. The interior of the casing 35 communicates with the atmosphere through an air filter and moisture-absorber indicated generally at 39. The moisture-absorber may comprise silica gel.

The control conduit 34 communicates with what Ais termed hereinafter a governor-type relay device. These words are intended to include any arrangement in which under normal conditions, i. e. when the receiver is not inuenced by a track magnet, pressure is balanced on either side of a diaphragm or plunger which is arranged to control the brakes and/or the warning device either directly or through a second governor relay device and in which means controlled by the receiver are arranged to upset said balance of pressure, whereby. the plunger or diaphragm is caused to move and therebyoperate the brakes and/or warning device. One specific form of governortype relay device comprises a chamber which is divided into two compartments 4I and 42 by a iiexible diaphragm 43. The lower compartment 42 communicates with the control conduitI 34 and the upper compartment communicates through a conduit 44 with the aforesaid source of vacuum 29. The diaphragm 43 has secured to it a valve spindle 45 and also has formed in it a bleed-hole 46 so that the pressures in the two compartments 4| and 42 may become equal. A compression spring 46 urges the flexible diaphragm towards the compartment 42. The valve spindle 45 extends through a valve chamber 48 in one wall 'of which are provided three ports 49, 50 and 5 I. The port 49 communicates with a conduit 52 leading to a pneumatic horn 53. The port 50 communicates with the aforesaid conduit 44 which in its turn communicates with the source of vacuum 29. The port 5I communicates through a conduit 54 with a secondr governor-type relay device hereinafter described.

The aforesaid ports 49, 50 and 5| are controlled by a valve chest 55 carried by the aforesaid valve spindle 45. The valve chamber 48 communi- Cates with the atmosphere through an air iilter 56 and a bleed-hole 1.

At the top of the valve chamber is located a visual indicator 51 which is operated in the manner hereinafter described by the movement of the valve spindle 45.

The second governor-type relay device comprises a casing 58 divided into two compartments 59 and 6I) by a flexible diaphragm 6|. The compartment 60 communicates with the conduit 54 and with a small vacuum reservoir 62 through a conduit 63. The capacity of the vacuum reservoir is about .3 cubic feet. Secured to the diaphragm is a valve stem 64 which extends out through the compartment 59 and is provided at its outer end with a valve member 65 which controls the passageway 66 from the train-pipe 61 and puts said passageway into and out of communication with the atmosphere. Normally when the brakes are off the train pipe 61 is under vacuum. The upper compartment 59 also communicates with said passageway 66 through a suitable port 68. The opening movement of the valve member 65 is in opposition to a compression spring 69 and the extent of opening movement is controlled by a setscrew 10. The valve member 65 co-operates with a suitable valve seat 1|. When the valve member is opened, the inflowing air may be caused to operate a siren 12.

The source of vacuum 29 comprises a reservoir 13 having a capacity of about 2 cubic feet which communicates with the train-pipe through a non-return valve 14. The operation of the device is as follows.

Considering again the receiver end of the mechanism, assuming the receiver is not over a magnet on the track, it will be appreciated that the permanent magnet will tend to remain in either of two positions, one in which the lefthand' end is attracted tothe bottom armature and the right-hand end to thev upper armature, or the other where the left-hand end is attracted to the upper armature and the righthand end to the lower armature. The ends of the magnet are maintained out of actual contact with the armatures by non-magnetic stops (not shown). Normally, the permanent magnet is arranged to remain in the first of these positions and in this position it will be appreciated that the valve member I2 closes the port with which it is associated. Also, the spring 9 in the compartment 26 will tend to maintain the resetting rod 30 in a position to close the other `port in the nose-piece 32. Assume now that the receiver approaches a track-magnet which, it will be noted, is disposed with its poles along the track but which is differently oriented to the receiver magnet. As the receiver approaches the track magnet, the right-hand end of the upper collecting-plate will rst come under the influence of the south pole of the magnet, but the projections` of the armatures do not become polarized until the two collecting-plates are influenced respectively by the two poles of the track magnet. This takes place when the lower collecting-plate is under the influence of the south pole of the track magnet and the upper collecting-plate is under the influence of the north pole of the track magnet, 'whereupon the projections of the upper armature I5 will be given a north polarity and the projections of the lower armature I3 will be given a south polarity, which conditions tend to maintain the receiver permanent magnet in its initial position. Eventually, the lower collectingplate will be mainly inuenced by the north pole of the track magnet and the upper collectingplate by the south pole of the track magnet. Under these conditions, the projections of the upper armature will be given a south polarity and the projections of the lower armature a north polarity and the permanent magnet will thus be moved. In Figure 1 of the drawings, the permanent magnet is shown in an intermediate position during this movement.

As soon as the permanent magnet I0 moves, the valve member I2 will cause the conduit 34 to be placed in communication with the interior of the casing 35, and thence with the atmosphere. The balance of pressure on the two sides of the diaphragm 43 will thus be upset and the diaphragm will rise, carrying the valve chest 55 to its uppermost position. In this position, the pneumatic horn 53 will be placed in communication with the vacuum reservoir 13 via the ports 49 and 56 and conduit 44. Thus, the horn will sound. At the same time, the conduit 54 will be placed in communication with the atmosphere through the air lter 56. Thus, the balance of pressure on the two sides of the diaphragm 6| will be upset as soon as air has suiiciently filled the small vacuum reservoir 62. Thus, after a delay, the diaphragm 6| will rise and open the train-pipe 61 to atmosphere through the passage 66, between the valve member 65 and the valve seat 1I, and through the siren 12.

As will be explained with reference to Figure 2, if a signal is at danger the permanent magnet of the receiver is not again influenced by any track magnet until it has been reset. Thus. when the signal is at danger, the driver will hear the horn sound and unless he resets the receiver within a given time, the brakes will be applied. To reset the receiver, the driver pushes the manipulating member 21 against the action of the spring 8, thereby moving the slide valve 26 which places both the conduits 28 and 23 inA communication with the vacuum reservoir 13. Thus, the chamber 20 will be subjected to vacuum and the diaphragm I8 will move to the left, carrying with it the resetting rod 30. The end of the slot 3| in the valve spindle will ultimately engage the arm and bring the valve member I2 into contact with its associated port so as to close that port. In the meantime, the

valve member 32 will have uncovered its port. Thus, unless the manipulating member 21 is released, the brakes will be applied. Upon releasing the manipulating member 2l, the vacuum in the chamber 20 will be destroyed and the resetting rod 30 will move to the right, causing the valve member 32 to close its port. The valve member l2 will maintain its port closed since, owing to the provision of the slot 3l, the arm II will not again be engaged. The permanent magnet of the receiver in this manner is reset. As will also be explained with reference to Figure 2, when the track is clear and both a permanent magnet and an electro-magnet are active, the receiver permanent magnet will open and close the valve I2 in such quick succession that the brakes are not applied.

It will 'be appreciated that in addition to the valve 65 for placing the train-pipe in communication with the atmosphere, there is also provided the usual brake control valve l, as shown in Figure 2 of the drawings. Also shown in Figure 2 is a track magnet arrangement suitable for a signalling system in which there is only one visual signal concerning any particular line at each signal location, that is to say, in which a distant signal is placed alone at one location and further along the track a home signal is placed alone. The visual distant signal is sho-wn at 'i6 (Figure 2) and the visual home signal is shown at il. A permanent magnet 'i8 is placed in the middle of the track at a distance of about 630 feet from the visible distant signal 1ocation with its poles disposed apart along the track so that the pole more remote from the signal is south. Thirty feet further on, and therefore 600 feet from the distant signal location, there is disposed an electro-magnet 19 with its north pole more remote from the signal. A pair of contacts B are` arranged in circuit with -the electro-magnet and means are associated with the distant signal for closing the contacts when the signal is clear. In this latter case, both the permanent track magnet and the electromagnet will affect the receiver. The permanent track magnet, asl already explained, will cause the horn to blow, but there will be a delay before the brakes are applied, and the energized electro-magnet will cause the permanent receiver magnet to be returned to its initial position before the brakes are applied.

Six hundred feet in front of the home signal il there are disposed a permanent track magnet 82 and an electro-magnet 83 arranged end-toend in close proximity and with their south poles outermost. A similar pair of magnets comprising a permanent track magnet 84 and an electro-magnet 95 are disposed in like manner 1n close proximity to `the home signal location. The electro-magnets B3 and 85 are arranged 1n circuit with two pairs of electric contacts 8B and 8l and a source of electric supply 88. One pair of contacts, e. g., the contacts 8l, are arranged to be controlled by the signal lever in the signalmans cabin, while the other pair of contacts dt are arranged to be controlled by the movement of the signal itself.

Ii the distant and home signals are at clear the electro-magnets i9, 83 and 85 will be energized. Owing to the spacing apart of the track magnets 'i8 andl 79, there will be sufficient pause between the twomovements of the receiver magnet as to permit a blast to take place on the horn but, as already indicated, there is not suiiicient time for the brakes to be applied. 4On the other hand, at the home signal, owing to the fact that in each pair of magnets the electro-magnet is disposed in close proximity to the permanent magnet, the two movements of the receiver permanent magnet will take place in such quick succession that no warning signal will be received.

If the distant and home signals are' at danger the electro- magnets 19, 83 and 95 are not energized. Under these conditions, the permanent track magnet 'IB will move the receiver permanent magnet, the horn will blow and unless the driver resets the receiver, the brakes will be fully applied. He should know that he is at a distant signal and thus he will reset the receiver before the brakes are fully applied and should proceed at a reduced speed. Finally, when the home signal is approached, he will get another blast on the horn, under the action of the permanent magnet 82 and he should know that he is about 600 feet away from the home signal. A1'- ter resetting the receiver permanent magnet he should proceed with extreme caution until another blast of the horn takes place under the influence of the permanent track magnet 84; he should then bring the train to a standstill. He should be able to see the visual signal even 1n foggy conditions and thus be able to ascertain when the track is again clear.

In Figure 3 is shown an arrangement of track magnets suitable for use with a signal system in which, at each location on the track, both a visual distant signal and a visual home signal are provided. Near each such signal location there are disposed a permanent track magnet 9D' and an electro-magnet 9i disposed about 3l) feet apart and arranged similarly to the pair of magnets near a single `distant signal as described above. Each such pair of magnets is disposed about 600 feet away from the visual signal location which is indicated at 92. Situated in close proximity to each visual signal location are a permanent track magnet 93 and an electro-magnet 94 placed end-to-end in close proximity to one another and arranged similarly to the pair of magnets in close proximity to a single home signal as described above. The electro-magnets 9i and 94 are connected in parallel with a source of electric supply 95. Three pairs of contacts 9E, 97 and 98 are provided in the circuit. The pairs of contacts 96 and 91 are arranged on either side of the source of supply 95, one being controlled by the signal lever in the signalmans cabin and the other being controlled by the home visual signal. The pair of contacts 98 is arranged in circuit with the electro-magnet further from the visual signal location and is controlled by the movement of the visual distant signal. Thus, should the visual signals not respond to the signalmans control, the track magnets under such conditions must necessarily operate the warning device due to the fact that the electro-magnets are fde-energized. Where both signals are at clear, all the contacts are closed; when the home signal is at clear and the distant signal is at danger, the contacts 91 are closed and the contacts 98 are open.

There are three possible signal conditions at each location and these will be met with in succession by the driver of a train travelling along a clear line towards a home signal at danger. He will receive the all-clear signal when the visual home and distant signals are both at clear; he will then come to a signal location at which the home signal is at clear and the distant signal is at danger while at the next location he approaches, both signals will be at danger. Where a system of light signalling 1s used, in the rst case the green light will show, in the second case the amber light, and in the third case the red light. These three conditions are now considered in turn.

If both signals are at clear, both electromagnets 9| and 94 are energized. Thus, the receiver permanent magnet will be returned to its initial position each time it is moved by the track magnets 90 and 93. There will be time for the horn to be operated by the track magnet 90 since it is disposed away from the electro-magnet, but there will not be sufficient time for the brakes to be applied. When, however, the receiver traverses the magnets 93 and 94, there will not be suicient time even for the horn to be operated owing to the close proximity of the magnets to one another. Thus, in passing the signal location, the driver will hear one blast on the horn but the brakes will not be applied.

If the home signal is at clear and the distant signal is at danger, the electro-magnet 94 will be energized but the electro-magnet 9| will not be energized. The permanent magnet 90 will move the receiver permanent magnet, the horn will blow and the driver should reset the receiver so as to prevent the brakes from becoming applied. When the train passes the visual signal location, at which the second pair of magnets are located, no warning will be receivedV on the horn owing to the close proximity of the permanent magnet and the electro-magnet.

If both signals are at danger, neither of the electro-magnets 9| and 94 will be energized; the permanent magnet 90 Will move the receiver permanent magnet, the horn will blow, whereupon the driver should reset the receiver but reduce speed. After 600 feet the permanent magnet 93 will move the receiver permanent magnet, another blast on the horn will take place, and the brakes will be applied.

In any of the track signalling systems referred to above, instead of the magnets being arranged with their poles disposed apart along the length of the track, they may be sunk in the track in an upright position and in such an arrangement the permanent track magnets will be arranged with their north poles uppermost and the electro-magnets with their south poles uppermost. Alternatively, the magnets could be arranged so as to extend transversely in relation to the direction of the track, and so that only one pole is traversed by the receiver. In this case, the north pole of the permanent magnet will be traversed and the south pole of the electro-magnet will be traversed.

It will be seen from the above description that in order that a driver shall know whether or not to apply the brakes and reduce speed, he should know what was the nature of the last operation of the receiver, and to this end the aforementioned indicator 51 is provided. One form of indicator will now be described.

As already set out above, the indicator is operated by the valve spindle 45. The indicator may be used with either of the signalling systems. It will be remembered that at any signal location, When there is a signal at danger, the polarized member of the receiver is moved in one direction only by the track magnet and remains there until reset by the driver, and that at any signal location when the track is clear the polarized magnet of the receiver is first moved in one direction by the permanent track magnet, and

then returned to its initial position by the electro-magnet. The indicator is arranged to show three conditions. First, when the track is clear, i. e. a condition which obtains when either the receiver permanent magnet has not been moved at all or has been moved first in one direction and then quickly back again to its initial position by the track magnet. Second, when a signal has been at danger and the driver has reset the receiver permanent magnet, and, third, a condition when a single signal is at danger and the driver has not reset the receiver permanent magnet. It will be noted from Figure 6 that these three conditions are marked on the indicator as Clear, Cancel and Caution.

As best seen from Figures 6 to 14, the receiver comprises an indicating hand fixed to a hollow pivot pin |0| which is mounted on a peg |02 xed to a back-plate |03. Mounted also on the hollow pivot pin is a sector-plate |04 having a rim portion |05. Two pegs |06 and ||0 are arranged towards the centre of the sector-plate and near the hollow pivot pin i0 l. An operating stem |01 is reciprocably mounted in the base |08 of the indicator, which operating stem is arranged to be engaged by the valve spindle 45. The operating stem is provided with a forked extremity |09 which is arranged to straddle the hollow pivot pin |0l. A tension spring is arranged to draw the sector-plate |04 towards the right of Figure 7 and to maintain the peg |06 in engagement with the limb ||2 of the forked member. Thus, upon raising the operating stem |01, the sector-plate will be rotated in an anticlockwise direction until the peg ||0 comes into contact with the other limb ||3 oi the forked member. A detent member ||4 is carried by a pivot pin ||5 secured to the plate |03 and is provided with a notched extremity ||6 comprising a cam-face ||1 and a lip ||8. Disposed beneath the intermediate portion of the detent member ||4 is a carrier member I9, which carrier member is reciprocable in a direction parallel with the .axis of rotation of the indicating hand |00. The reciprocation of the carrier member is eiected by a flexible diaphragm to which it is attached, which diaphragm is mounted in a compartment formed between the plate |03 and the back part of the indicator casing |2|. The diaphragm is pressed towards the front part of the indicator by a compression spring |22. The space to the rear of the flexible diaphragm communicates through a passageway |23 with a conduit |24 (see Figure 1) which latter conduit communicates with the conduit 23. Thus, when the manipulating member 21 is operated to reset the receiver permanent magnet, the rear face of the diaphragm |20 is subjected to vacuum. The carrier member ||8 is provided with a nose-piece ||9 located beneath the intermediate part of the detent member I4, which nose-piece is provided with a cam-face |25 and a notch |26.

The operation of the indicator is now described. When the track signals are at clear, the operating stem |01 will be in its lowermost position and the peg |06 will rest on the limb ||2 of the forked extremity |09. In this position, the sector-plate |04 will be directed upwardly with its rim portion |05 beneath the nosepiece ||9 and out-of-contact with the detent member ||4. The nose-piece will be in its forwardmost position with the detent resting at the top of the cam face |25 as indicated in the fragmentary view at the top of Figure 10. Under these conditions, the indicating hand will point to the word Clearf Assuming now that the receiver passes a signal location at danger, the receiver permanent magnet will be moved, causing the valve spindle 45 to be raised and the horn to blow, and these conditions will prevail until the driver resets the receiver permanent magnet. So long, however, as the horn is blowing and the brakes are applied, the valve spindle will remain in its uppermost position, whereby the sector-plate is moved to the left, as shown in Figure l1, and the indicator hand will point to Caution. As soon as the driver operates the manipulating member 2l to reset the receiver permanent magnet, the rear side of the diaphragm |20 will be subjected to vacuum, the nose-piece ||9 will be moved to the left, as in Figure '1, and the detent member ||4 will drop into the notch |25, as shown in the fragmentary view shown in Figure 12. The valve spindle 45 will then descend, carrying with it the operating stem lill. will be drawn to the right in Figure 13, and the rim portion |05 will enter the notched end |55 in the detent member ||4. In entering the notched end, the rim will engage the cam-face and lift the detent member ||4 out of the notch |26, as shown in Figure 14. The rim |45 will be retained within the notched end by the lip ||8 and thus the sector-plate will assume the position shown in Figure 13 and the indicator hand will point to Cancel fromy which the driver will know that he has acknowledged a warning signal. As soon as the receiver again traverses a permanent magnet on the track., the operating stem |31 will rise, causing the sectorplate to move to the left, and bringing the rim |05 out of the notched end. The spring |22, bearing on the diaphragm |24, will cause the nose-piece to move forward and the detent member to be raised to the position shown in Figure l0. .Assuming the signal is at Clear, the operating stem will descend to the position shown in Figure 9 and the sector-plate will return to the upright position shown in that figure.

The arrangement shown in Figure 4 is somewhat similar to that shown in Figure l with the exception that there is an electric transmission between the receiver and the parts of the mechanism in the drivers cab. The rst governortype relay device is replaced by an electromagnet |30 having a movable armature and actuating rod |3|. The actuating rod is provided at one end with a valve member |32 and at the other end with a valve member |33. The valve member |32 controls a port |34 which on one side cornmunicates through a bleed-hole |35 and an air filter |35 with the atmosphere and on the other `side with a passage |31 which is connected to a conduit |38 which communicates with the relay device which operates the train-pipe valve in the manner described with reference to Figure 1. The other valve member |33'controls a port |39 which on one side communicates with the passage |3'l and conduit |33 and on the other side with a conduit |45 which is connected direct to the train-pipe. The actuating rod and valve members are so arranged that when the electromagnet is energized, the port |34 is closed and the port |39 is opened, and when the electromagnet is de-energized, the port |34 is opened and the port |39 is closed. The Aelectric transmission comprises a two-way switch having con-- tacts |4| and |42, either of which may be engaged by a switch arm |43 moved by the receiver The sector-plate |44 permanent magnet. The switch arm |43 is connected by a lead |44 to one contact |45 of a two-way switch having a switch arm |46 connected to the positive side or" an electric source of supply. The movement of the switch arm |46 is controlled by a manipulating member |41 which is employed for resetting the receiver permanent magnet. This is effected by moving the switch arm |46 into engagement with the other contact |48 of the two-way switch, which contact is connected by a lead |49 to a coil |54 which surrounds the lower armature 3. Another lead |5| from said coil |54 is connected to one end of a coil |63 situated at one side of an electro-magnetic relay switch |52, which coil |53 is connected at its other end to the negative side of the electric source of supply. A coil |64 situated at the other side of said electro-magnetic relay switch is connected at one end to the aforesaid contact |42 of the iirst said two-way switch through a lead |53, and at its other end to the negative side oi the electric source of supply. An electric light coloured purple and indicated at 54 is connected to the contact |45 and through a lead |55. Another lead |55 from said purple light is connected to a contact |57 of the electromagnetic relay switch. The switch-arm |53 of said latter switch is connected to the negative side of the electric supply. A second contact |59 of said switch is connected by a lead liil to an electric light |5| coloured green. A second lead from said green light is connected to one end of the electro-magnet |33 and through a lead |52 to the Contact |4| of the rst said twoway switch. A yellow electric light |29 is on one side connected to the lead |53 and on the other side to the negative side of the source oi" supply. Said negative side is also connected to the electro-magnet |35. The switches are shown in a position when the track is clear. It will be seen that one side of the green light is connected to the negative source of supply through the lead itil, contact |59, and switch-arm |58, while the other side is connected through the lead |32, contact |4i, switch-arm |43, lead |44, contact |45, switch-arm |45 with the positive side of the source of supply. In this position, the part |34 is closed.

Normally the green light will be lighted and when passing over a signal location at Clear, the switch-arm |43 will be moved into contact with the contact |42 and then quickly bach again to the contact |41. An electric bell is connected between the lead |53 and the negative side of the source of supply and as soon as the switcharm contacts with the contact |42, the bell will sound, the green light will be extinguished, and the yellow light will light. When the switch-arm moves back into contact with the contact |4|, the bell will stop ringing, the yellow light will go out and the green light will come on again. Should, however, the receiver pass a signal set at danger, the switch-arm |43 will move into and 4remain in contact with contact |42, the green light will go ofi, the yellow light will remain lit and the bell will remain ringing until the manipulating member |41 is moved so as to bring the switch-arm |45 into contact with the contact |48. This will establish a circuit through the coil |54 and also through the coil |63 of the electro-magnetic relay device, which will cause the switch-arm |53 to Contact with the contact |57, and also the coil |50 will reset the permanent magnet. When themanipulating member |41 is released, the Switch-arm |46 will be moved back into contact with the contact |45 and the purple light will light. Since the switch-arm S58 is no longer in contact with the contact |59, the green light will not be lit, so that the purple light alone will remain lighted. 'Ihe last-mentioned conditions will prevail until the receiver again traverses a track magnet. The switch-arm |43 will then again be brought into contact with the contact |42, thereby lighting the yellow light and establishing a circuit through the coil |54 of the electro-magnetic relay switch, whereby the switch-arm |58 will again be brought into contact with the contact |59. If the track is clear, the switch-arm |58 will remain in this position and the green light will remain lit when the switch-arm |43 has returned into contact with the Contact |4|. If, however, the signal is at danger, the driver will again operate the manipulating member |41 which will return the switch-arm |58 to the contact |51 and the purple light will again light up when the driver releases the manipulating member |41. It will be noted that so long as the driver holds the switcharm |46 into contact with the contact |48, the electro-magnet |39 cannot be energized and that when the latter is in a de-energized condition, the brakes are applied. Furthermore, none of the lights will be lit.

In applying the electric control last described above to a brake system in which the brakes are applied by the release of pressure in a pipe-line, when the electromagnet |30 is not energized, the actuating rod 3| is in such a position that the valve |28 shown in Figure 5 places the trainpipe in communication with atmosphere through a whistle |65. As will be remembered, the electro-magnet |30 becomes de-energized when the receiver traverses a track magnet and the switcharm |43 is brought into contact with the contact |42.

In Figure 5, the electro-magnet control valve is shown connected directly to the pipe-line instead of through a governor-type relay device, as described with reference to Figure 1 and to Figure 4.

In the construction shown in Figure 15, the receiver comprises a fixed permanent magnet |19 having two pole pieces I 1|, |12 which project downwardly towards the track and inwardly towards one another. An armature |13 in the form of a thin soft-iron metal plate is pivotally mounted between the two pole pieces, but has its axis |14 offset towards the track from the line joining the lower extremities of the two pole pieces. Thus, the armature tends to remain in either of its two limits of movement. The length or" the armature is such as to leave a small gap between each end thereof and the adjacent pole. Two stops |15 and |16 are provided for engaging the two ends of the armature and preventing them from passing upwardly beyond the poles. ,The armature is arranged to control the main control valve |11 which opens up and closes communication between the train-pipe 61 and the atmosphere. The control valve may be connected to a diaphragm |19 which divides an airtight chamber |39 into two compartments |8|, |82. Both of these compartments communicate through bleedholes |83 and |84 with a vacuum supply and the compartment |82 communicates through a pipeline |85 with a nose-piece IBSA situated in the neighbourhood of the armature. This latter valve is so arranged that when the armature moves from a position in which the brakes are inoperative to a position where the brakes should be operative, the valve opens the pipe-line |85 to the atmosphere through a port |81 in the valve casing and thus subjects the diaphragm |19 to a different pressure on either side thereof, causing it to move and open the main control valve, whereby the brakes are applied. In order to reset the pivoted armature to its initial position, there is provided in close proximity thereto a second airtight chamber |83 containing a diaphragm |89 dividing the chamber into two compartments and |9|. The compartment |9| communicates through a bleed-hole |92 with the atmosphere and the compartment |90 communicates through a pipe-line |93 to a resetting valve |94 disposed in the drivers compartment of the train and thence normally to atmosphere through the port |95. The resetting valve is so arranged that when operated it will close the port |95 and place the pipe-line |93 and the aforesaid compartment |9 into communication with a source of vacuum. Thus, the diaphragm |89 will be moved. The second diaphragm chamber |88 referred to above is disposed between the permanent magnet and the armature adjacent the pole-piece |1|. Attached to the diaphragm |239 is a spindle |96; arranged to project through a hole in the armature and provided with a knob |91 on the outer end thereof. It will be noted that the chamber is disposed above that end of the armature which is drawn downwardly when the brakes are applied and thus the knob may be employed for drawing the armature up again when it requires to be reset. The valve |86 for operating the main control valve is also disposed between the magnet and the armature on the same side of the axis of the armature as is the diaphragm chamber E88 but nearer to said axis. It comprises a valvemember |98 which is loosely mounted on the armature and which is arranged to co-operate with a port in the nose-piece |86A which nosepiece is disposed between the magnet and the armature. The magnet forms one wall of a casing (not shown) which hermetically encloses the armature, the valve and the diaphragm chamber. One of the walls of the chamber is provided with an air-lter and/or moisture-absorber I claim:-

1. A train control system comprising track magnets at various signal locations, a receiver on the train having a permanently polarized member mounted to move between xed limits, a pneumatic brake system having a train-pipe valve, a governor-type relay-device controlling said drain pipe valve, a conduit extending from the receiver to said relay-device, a valve in said conduit operatively connected to said polarized member, means in the receiver which tend to retain the polarized member at either of said limits, each of which track magnets is so disposed in relation to the polarized member that when the magnets are traversed in the direction to which the signal applies, movement of the polarized member will take place only in one direction during said traverse to apply the brakes, means associated with the signal system on the track for at times countering the effect of the track magnets on the receiver and means under the control of the driver for resetting the polarized member to a position to release the brakes.

2. A train control system comprising track magnets at various signal locations, a receiver on the train having a permanently polarized member mounted to move between iixed limits and located near the track, a pneumatic brake system having a train-pipe valve operated by a governor-type relay-device, a second governor-type relay-device, a conduit operatively connecting together the two relay devices, a valve operatively connected to the polarized member, a conduit connecting said valve to said second governor-type relay-device, means in the receiver which tend to retain the polarized member at either of said limits, each of which track .magnets is so disposed in relation to the polarized member that when the magnets are traversed in the direction to which the signal applies, movement of the member will take place only in one direction during said traverse to apply the brakes, means associated with the signal system on the track for at times countering the effect of the track magnets on the receiver and means under the control of the driver for resetting the polarized member to! a position to release the brakes.

3. A train control system comprising track magnets at various signal locations, a receiver on the train having a permanently polarized member mounted to move between iixed limits and located near the track, a pneumatic brake system having a train-pipe valve operated by a governor-type relay-device, a second governortype relay-device, a conduit operatively connecting together the two relay devices, a valve operatively connected to the polarized member, a conduit connecting said valve to said second governor-type relay-device, means in the receiver which tend to retain the polarized member at either of said limits, each of which track magnets is so disposed in relation to the polarized member that when the magnets are traversed in the direction to which the signal applies, movement of the member will take place only in one direction during said traverse to apply the brakes, means associated with the signal system on the track for at times countering the effect of the track magnets on the receiver, means under the control of the driver for resetting the polarized member to a position to release the brakes and a pneumatic horn associated with one of said relay-devices.

4. A train control system comprising a number of visual signals, two track magnets located one after the other along the track near any visual signal location, means associated with the visual signal for rendering the magnet in each pair last to be traversed to be operative when the signal is at clear, a receiver on the train having a permanently polarized member mounted to move between fixed limits, a pneumatic brake system having a train-pipe valve, a govorner-type relay-device operatively connected to said train-pipe yvalve through a delay-action device, a valve operatively connected to said polarized member, a pneumatic horn controlled by said governor-type relay-device, which track magnets and polarized member are so arranged .that one track magnet eiects movement of the polarized member in one direction and the other track magnet effects movement in the opposite direction, whereby the train-pipe valve opens a predetermined time after the actuation of said pneumatic horn.

5. A train control system comprising track magnets at various signal locations, a receiver on the train having a permanently polarized member mounted to move between fixed limits, a pneumatic brake system having a train-pipe valve, a governor-type relay-device controlling 4said valve, a conduit extending from the receiver to lsaid relay-device, a nat-faced valve member carried loosely by an arm attached to the polarized member, a valve seat having two ports therein, one o-f which is controlled by the valve member, a conduit extending fromthe other port of said valveseat to the relay-device, means in the receiver which tend to retain the polarized member at either of said limits', each of which track magnets is so disposed in relation to the polarized member that when the magnets are traversed in the direction to which the signal applies, movement of the member will take place only in one direction during said traverse to apply the brakes, means associated with the signal system on the track for at times countering the eiiect of the track'magnets on the receiver and means under the control of the driver ior resetting the polarized member to a position to release the brakes.

6. A train control system comprising track magnets at various signal locations, a receiver on the `trainhaving a permanently polarized member mounted to move between xed limits, a pneumatic brake system having a train-pipe valve, a pneumatic transmission between said polarized member and said valve, which polarizedv member is located near the track, means in the receiver which tend to retain the polarized member at either of said limits, each of which track magnets is so disposed in relation to the polarized mem-ber that when the magnets are traversed in the direction to which the signal applies, movement of the member will take place only in one direction during `said traverse to apply the brakes, means associated with the signal system on the track for at times countering the effect of the track magnets on the receiver and a resetting member pneumatically connected with said polarized member and the valve controlled thereby.

7. A. train. control system comprising track magnets at various signal locations, a receiver on the train having a permanently polarized member mounted to move between xed limits, a pneumatic brake system having a train-pipe valve, a governor-type relay-device controlling said valve, a conduit extending from the receiver to said relay-device, a flat-faced valve member carried loosely by an arm attached to the polarized member, a valve seat having two ports therein, one of which is controlled by the aforesaid nat-faced valve member, a resetting diaphragm arranged to move both the polarized member and the fiat-faced valve member, a' second receiver valve-member-arranged to open the other port during the resetting of the polarized member and to close the port when the diaphragm returns to its initial position, a conduit extending from said ports to the relay-device, means in the receiver which tend to retain the polarized member at either of said limits, eachof which track magnets is so disposed in relation to the polarized member that when the magnets are traversed in the direction to which the signal applies, movement of the member will take place only in one direction during said traverse to apply the brakes, means associated with the signal system on the track for at times vcountering the effect of the track magnets on the receiver and means under the control of the driver for causingy the resetting diaphragm` to move the polarized member to a position to release the brakes.

8. A train control system comprising two track magnets, on-e arranged after the other at each signal location, a receiver on the train having a permanently polarized member mounted to move between xed limits, a pneumatic brake system having a train-pipe valve, a governor-type relaydevice controlling said valve, a conduit extending from the receiver to said relay-device, a valve operatively connected to said polarized member, which pair of track magnets are so disposed in relation to the polarized member that one of them moves the polarized member in one direction and the other in the opposite direction, means associated with the last track magnet to be traversed in each pair to render that magnet operative only when the track is clear, resetting means under direct control of the driver for resetting the polarized member from a brakes-on position to a brakes-off position, an indicator operatively connected to the governor-type relaydevice and with the resetting means so as to indicate either a single movement of the relaydevice when one track magnet is operative, or a double movement when both track magnets are operative, or to indicate the actuation of the resetting device.

9. A train control system comprising two track magnets arranged one after the other at each signal location, a receiver on the train comprising a movable member adapted to control brake gear, which movable member and track magnets are so arranged that said movable member may be moved in one direction by one of said track magnets and in the opposite direction by the other magnet, a resetting device for moving the movable member of the receiver from a brakes-on position to a brakes-off position, means for rendering the last magnet of each pair to be traversed operative only when the track is clear, an electric indicator having three electric circuits each containing an electrically-operated visual indicator, a two-way switch controlling two of the circuits, which switch is operated by the movable member of the receiver, and the third of which circuits is controlled by a switch operated by the resetting mechanism, whereby a different visual indication is given according to whether one track magnet is operative or two track magnets are operative, or according to whether the resetting means have been operated.

10. A train control system comprising two track magnets arranged one after the other at each signal location, a receiver on the train comprising a movable member adapted to control brake gear, which movable member and track magnets are so arranged that said movable member may be moved in one direction by one of said track magnets and in the opposite direction by the other magnet, a resetting device for moving the movable member of the receiver from a brakes-on position to a brakes-01T position, means for rendering the last magnet of each pair to be traversed operative only when the track is clear, an electric indicator having three electric circuits each containing an electrically-operated visual indicator, a two-Way switch controlling two of the circuits, which switch is operated by the movable member of the receiver, and the third of which circuits is controlled by a switch operated by the resetting mechanism, an electro-magnetic switch arranged in circuit both with the two-way switch and with the resetting switch in such manner that the operation of the resetting switch to return the movable member to the brakes-off position causes the electromagnetic switch to close the third circuit and to break the first two circuits and so that a subsequent movement of the movable member to a position to apply the brakes opens the third circuit and closes the second, whereby a different visual indication is given according to whether one track magnet is operative or two track magnets are operative, or according to whether the resetting means have been operated.

l1. A train control system comprising two track magnets disposed apart along the track at each signal location, a magnetic receiver on the train, a movable permanently polarized member in the receiver adapted to control the brake gear and so disposed as to come into the magnetic fields of the track magnets, mea-ns associated with the signalling system on the track for rendering the second track magnet operative only when the track is clear, which track magnets and polarized member are arranged with their poles along the length of the track and so that the two poles of each track magnet are traversed successively by said polarized member and when so traversed in the direction to which the signal applies, the approach of the leading pole of the rst magnet tends to keep said polarized member at one limit of its movement, while the trailing pole effects movement of the polarized member to apply the brakes and the approach of the leading pole of the second magnet tends to maintain the polarized member in the latter position, while the trailing pole returns the polarized member to its initial position to release the brakes when the track is clear.

12. A train control system comprising two track magnets disposed apart along the track at each signal location, a magnetic receiver on the train, a permanent magnet mounted in said receiver to pivot about a horizontal axis arranged transversely in relation to the track, which permanent magnet is adapted to control the brake gear, two fixed collecting-plates in said receiver, one arranged above and the other below vthe pivoted permanent magnet and both arranged to extend along the length thereof from one pole to the other, the former of which collecting-plates is longer than the latter, and means associated with the signalling system on the track for rendering the second track magnet operative only when the track is clear.

1B. A train control system comprising twoi track magnets disposed apart along the track at each signal location, a magnetic receiver on the train, a permanent magnet mounted in the receiver to pivot about a horizontal axis arranged transversely in relation to the track, two xed collecting-plates in said receiver, one arranged above and the other below said receiver permanent magnet so as` to extend along the magnet from one pole to the other thereof and each provided with two projections so disposed apart as to lie opposite the poles of the permanent magnet, the upper of which collecting-plates is longer than the lower, and means associated with the signalling system on the track for rendering the second track magnet operative only when the track is clear.

14. A train control system comprising two track magnets disposed apart along the track at each signal location, a non-magnetic steel casing, open at the top and closed at the bottom, on the train, a single permanent magnet mounted in said casing to pivot about a horizontal axis arranged transversely in relation to the track, two iixed collecting-plates, one arranged above and the other below said receiver magnet, the latter of which collecting-plates is disposed Within the casing near the bottom thereof and the former of which collecting-plates is adapted to close the opening at the topi of the casing and to extend beyond either side thereof and means associated with the signalling system on the track for rendering the second track magnet operative only when the track is clear.

15. A train control system comprising av visual distant signal and a visual home signal, two track magnets disposed one after the other along the track near each distant signal, two pairs of track magnets near each home signal, the magnets in each of the two latter pairs being arranged in close proximity and two pairs being separated -along the length of the track, a magnetic receiver on the train, a movable permanently polarized member in the receiveradapted to control the brake gear and so disposed as to come into the magnetic fields of the two pairs of track magnets and to be moved in a single movement in one direction by an operative pole of the rst magnet of each pair to be traversed and in the opposite direction by an operative pole of the second magnet of each pair to be traversed, means associated with the signalling system on the track for rendering the second track magnet of each pair operative only when the track is clear, which receiver and track magnets are arranged so that during traverse said operative pole of each track magnet overlaps a part of the receiver and so that at least one of the overlapping parts extends without interruption across the centre line of the track.

16. A train control system comprising both a visual home signal and a visual distant signal at any location on the track, two pairs of track magnets disposed apart along the length of the track near any such location so that the last pair to be traversed is in close proximity to the visual signal, which pair of magnets adjacent the visual signal location are in close proximity, whereas the other pair of magnets are disposed apart, a magnetic receiver on the train, a movable permanently polarized member in the receiver adapted to control the brake gear and so disposed as to come into the magnetic fields of the two pairs of track magnets and to be moved in a single movement in one direction by an operative pole of the first magnet of each pair to be traversed and in the opposite direction by an operative pole of the second magnet of each pair to be traversed, means associated with the signalling system on the track for rendering the second track magnet of each pair operative only when the track is clear, which receiver and track magnets are arranged so that during traverse said operative pole of each track magnet overlaps a part of the receiver and so that at least one of the overlapping parts extends without interruption across the centre line oi the track.

17. A train control system comprising two track magnets disposed apart along the track at each signal location, a magnetic receiver on the train, a permanent magnet pivotally mounted in the receiver adapted to control the brake gear, a fixed collecting-plate in the receiver arranged to extend along the pivoted permanent magnet from one pole to the other thereof, and

which is arranged to direct the magnetic eld of the track magnets through said pivoted magnet so that it is moved in a single movement in one direction by an operative pole of the first magnet to be traversed and in the opposite direction by an operative pole of the other magnet, means associated with the signalling system on the track for rendering the second track magnet operative only when the track is clear, a pneumatic brake system having a train pipe valve, an electric transmission between said pivoted permanent magnet and said valve, which transmission comprises an electro-magnet having a moving part connected to the valve, a second electro-magnet yformed on said collectingplate and arranged to influence said pivoted permanent magnet, a reset switch in circuit with a source of electric power and said second electro-magnet, whereby the pivoted permanent magnet may be reset after being moved by a track magnet.

18. A train control system comprising a number of visual signals, two track magnets located one after the other along the track near any visual signal location, a receiver on the train having a movable member adapted to be iniiuenced by the track magnets and adapted to control brake gear, one of which track magnets is arranged to move said receiver member in one direction while the other track magnet is adapted to move the member in the opposite direction, means associated with the magnet last to be traversed by the receiver which render the magnet operative only when the signal is at clear, whereby, when the signal is at clear, the two track magnets at each signal location are adapted between them to give the movable member of the receiver a double movement and, when the track is at danger, the movable member is given a single movement by the first track magnet, a resetting device under the control of the driver for giving a return movement to the` movable member after said single movement, an indicator operatively connected to the movable member of the receiver and to the resetting mechanism, which indicator is adapted to indicate which of the aforesaid three movements Was last eiected.

' 19. A train control system comprising two track magnets at each signal location disposed apart along the track, each with its pole along the track, means associated with the signalling system on the track for rendering the second trackl magnet to be traversed operative only when the track is clear, a single pivoted permanent magnet on the train, two iixed collecting-plates arranged one above the other on opposite sides of the pivoted permanent magnet and each arranged to extend across both poles of the pivoted magnet, which collecting-plates and track magnets are disposed centrally along the track and the upper of which collectingplates is longer than the lower in the direction of the length of the track for the purpose described.

ALFRED ERNEST HUDD.

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