IMPROVEMENTS IN TIP CARTS OR WAGONS
Year: 1885

page_text: We THOMAS SCOTT STEWART of Saltsburg in the County of Indiana and State
of Pennsylvania and HENRY RUISSET JOSSELYN residing at 62 Elizabeth Street in
the City of Chicago, County of Cook and State of Illinois, in the United States
of America gentlemen, do hereby declare the nature of the invention for
IMPROVEMENTS IN TIP CARTS OR WAGONS" and in what manner the same is
to be performed to be particularly described and ascertained in and by the
following statement:-
This invention relates to improvements in dumping wagons and consists in the
peculiar construction and arrangement of the hinge joints upon which the body of
the wagon turns; the combination of the hinge joints with automatically acting
clevises; the combination of the hinge joints with an automatically swinging end
gate; by means of which it may be turned outward from the rear or discharge end
of the wagon body and lie upon the extended ends of the body rails in line with
the floor of the wagon body.
In the accompanying drawings:-A, represents the wagon body; D, the body
rails; E, the shafts; and F, the axle. B, B, are the clevises which extend upward
from the transverse rod, b, by which they are connected and which has bearings
fixed to the under side of the shafts.
The clevises are loop shaped and straddle the shafts, their ends being fixed to the
rod, b, and each being provided with an oblique upwardly and forwardly pro-
jecting arm, b, from its upper central portion. C, is a counterbalancing weight
attached to the end of an arm, c, which extends backward from the outer part of each
clevis, near its bearing.
The counterbalancing weight, C, may be placed at any point on the rod, b, con-
necting the clevises. The weights operate upon the clevis loops, in such manner,
as to cause them to assume and maintain an upright position against the detent, c¹,
which limits their rear movement. c, are similar detents to prevent the clevis
loops from swinging too far forward. The ends of the body rails, D, extend both
forward and backward. The forward projections, d, of said rails have their ends
beveled inward toward their ends, and when the wagon body is down, they project
within the clevis loops and are kept down thereby.
When the clevises are turned forward, the said projections are released and the
wagon body turns down.
When it returns, the beveled end of the forward pro-
jections press the clevis loops forward, and the loops actuated by the weights, C,
swing over them.

page_text: The rear side of the shafts, E, when they are secured to the axle, are beveled
downward and backward, as shown at, e; the central transverse line of the bevels
corresponding with the axis of the shaft and the central transverse line of the
wagon body.
G, G, are the hinge joints by which the wagon body is secured to the shafts.
Each hinge, G, is composed of the front leaf, g, which is firmly fixed to the upper sur-
face of one of the shafts (the joint of the hinge lying immediately above the forward,
upper edge of the bevel, e,) and the rear leaf, g₁, which passes backward and is
loosely attached to the body rail, D, by means of a hook or staple, g², fixed to the
latter and passing through an opening in the end of the leaf, or by other proper
means.
As the body of the wagon rests upon the upper forward edges of the bevels, c,
which edges lie in front of the central transverse line of the wagon, it is evident,
that when the wagon is evenly and properly loaded, there will be a preponderance
of weight behind these edges and only the locking of the body rails on the shaft
prevents the body of the wagon from beginning to tip backward.
When the body rails are unlocked, by turning the clevis loops forward and off
the rails, the wagon body will tip backward upon the upper edges of the bevels, e,
as fulcrums, until the lower surface of the body lies upon the bevels. The lower
or rear edges of the bevels then become fulcrums, as they correspond in position, at
that time, with the points of junction of the body with the rear leaves, g¹, of the
hinges, G; the said leaves being made of proper length for such purpose.
The fulcrums are now behind the central transverse line of the wagon body, and
the fall of the load is consequently made less abrupt. Also the body of the wagon
is thrown completely off the shafts; having no connection therewith except by the
rear leaves, g¹, of the hinges, G.
After the load is dumped, the wagon body begins to return to the shafts;
turning first, on the rear fulcrums, g¹.
As it begins to engage the front fulcrums, g, its velocity lessons, and it comes
down easily on the shafts and is caught and retained by the devices, B, engaging
the projections, d, of the body rails.
.
H, H, represent side bars fixed to the rear ends of the shafts and standing hori-
zontally out therefrom. h, h, are standards rising from the ends of the side bars, H,
and having bearings in their upper ends, in which the journals i, i, of the end
gate, I, turn; the said journals being on the upper corners of the end board.
J, J, are brace bars, running from near the upper ends of the standards, h, to the
side bars; H. K, K, are rods having their rear ends connected with the straps of the
end gate and their front ends pivoted on the main frame of the wagon body, as
shown.
The rear end of the wagon body is beveled downward and backward and the end
board stands in a slanting position.
When the wagon body is thrown down, the standards maintain their position
and the motion of the body, by means of the rods, K, thrusts the lower edge of the
end gate backward and upward; and, as the end gate does not change position but
turns only, the wagon body descends below it and the rear, end of the body
becomes uncovered.
The end gate is constructed as follows:-L, L, are metal straps on which the
eyes or eye bolts, 1, 1, are affixed or cast, the said eyes or eye, bolts engage the
front ends of the rod K. Each of the straps, L, has fixed to its upper end
the head piece, M, which projects rearward, and is recessed for the accommodation
of a latch, m, controlled by the spring, m², and prevented from projecting too far
outward the head piece by the detent, m².
The lower end of each strap, L, is bent backward and slightly downward and
has formed on it the middle lug, b, of the hinge joint, N. O, O, are metal straps
the lower ends of which form the outer lugs, o, o, of the hinge joint, N; the said
joints being completed by the pins, n, which pass through the lugs, o, o, as
shown.

page_text: P, is the end or covering board, having its ends fixed to the side straps, O, so
that it will turn down with the said straps as they turn on the standards h.
QQ, are notches made in the extension of the straps, O; which extensions lie
upon the upper edge of the end board; the notches being adapted to receive and
hold the points of the latches, m.
Having now particularly described and ascertained the nature of our said
invention and in what manner the same is to be performed, we declare that what
we claim is
1. In a dumping wagon or cart, the combination with the wagon body, the
body rails, the shafts, fixed by their inner ends to the axle and having the said
inner ends beveled downward and backward, and any proper device to lock the
body rails on the shafts, of two hinges having their front leaves secured to the
upper surface of the shafts, their joints lying immediately above the upper, front
edges of the bevels and the rear leaves loosely connected by their rear ends
to the body rails and having the same length as the bevels, substantially as
specified.
2. In a dumping wagon or cart, the combination of the body, A, provided with
the body rails, D, the axle, F, and shafts, E; of the clevises, B, B, connected by
the rod, b, the hinge joints, G, and the hooks or staples, g², substantially as
specified.
3. In a dumping wagon, an end gate having side straps forming part of said
gate, to the lower ends of which straps the end board is pivoted and to the upper
edge of which straps the board is connected by automatic catches, substantially
as specified.
4. In a dumping wagon, an end gate composed of vertical end straps carrying
head blocks on the upper end and hinged at their lower ends to vertical straps to
which the end board is fixed, and suitable devices to automatically engage the head
blocks to the end board, substantially as specified.
5. In a dumping wagon, the combination with the body, A, shafts, E, side
bars, H, and actuating rods, K; of the end gate, I, hinged to the upper ends of
the standards and composed of the standards, h, hinges, G, head pieces, M, and any
suitable devices to connect and disconnect said head pieces and end board at will,
substantially as specified.
6. In an end gate for a dumping wagon, the combination of the straps, L, head
pieces, M, and latches, m, with the hinges, G, straps, O, end board, P, and
notches, Q, adapted to receive and hold the points of the latches, substantially as
specified.
7. In a dumping wagon, the combination of the wagon body, A, body rails, D,
shafts, E, provided with the bevels, e, and clevises, B, turning on the rod, b, with
the hinge joints, G, each composed of the front leaf, g, fixed to one of the shafts
and the rear leaf, gl, fixed by the staple, g², to the body rail, substantially as
specified.
8. In a dumping wagon, the combination of the wagon body, A, and hinge
joints, G, composed of the leaves, y and gl, with the end gate, I, actuating bars, K.,
side bars, H, and standards, h, substantially as specified.
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1100