IMPROVEMENTS IN TIPPING- WAGGONS OR TRUCKS FOR TRANSPORTING AND DISCHARGING MINERALS AND CONTRACTORS' MATERIALS, ON RAILWAYS AND TRAMWAYS"
Year: 1881

page_text: LETTERS PATENT to Henry Grafton of 53 Chancery Lane in the County of
Middlesex Engineer for an Invention of "IMPROVEMENTS IN TIPPING-
WAGGONS OR TRUCKS FOR TRANSPORTING AND DISCHARGING MINERALS AND
CONTRACTORS' MATERIALS, ON RAILWAYS AND TRAMWAYS"
PROVISIONAL SPECIFICATION left by the said Henry Grafton at the
Office of the Commissioners of Patents on the 21st December 1881.
HENRY GRAFTON of 53 Chancery Lane in the County of Middlesex, Engineer,
"IMPROVEMENTS IN TIPPING-WAGGONS OR TRUCKS FOR TRANSPORTING AND
DISCHARGING MINERALS AND CONTRACTORS' MATERIALS ON RAILWAYS AND
TRAMWAYS."
My Invention relates to improvements in tipping-waggons or trucks, for trans-
porting and discharging minerals and contractors' materials on. railways and
tramways, and it is principally designed for side-tipping trucks, although it is also
applicable to end-tipping trucks.
My Invention has for its object to enable the truck to be tipped at either side
(or end, as the case may be) and to give to the truck body a movement of trans-
lation bodily in the direction in which it is to be tipped, as well as an oscillating
or tipping movement, whereby to enable it to discharge its load quite clear of the
rails to a distance greater than is possible with an ordinary pivoted truck of the
same height and form of body, and it also has for its object to render the tipping
and righting of the truck an easy operation requiring the aid of no gear or apparatus
of any kind which is liable to get out of order with rough usage, or be fouled by
dirt and stones, the truck of my Invention being simple in construction and
capable of supporting the wear and tear to which this class of vehicle is ordinarily
subjected.
According to one arrangement of my Invention I mount the truck body upon
four wheels or rollers resting upon double-incline rails or standards of A form
fixed upon the main frame or carriage of the truck or waggon, each incline being
curved upwardly at the lower end (which may project beyond the main frame or
CD C

page_text: carriage) to form a stop or cradle in the act of tipping. In the normal or horizontal
position of the truck body, the wheels rest upon the oppositely inclined surfaces of
the rails or standards, the apexes of which rise between the wheels in the centre
line of the truck body and suitable means are provided for locking the body in
the horizontal position to prevent its tilting in consequence of unequal loading
or shifting of the load in travelling.
In tipping, the one pair of wheels on the descending side run down their inclines
and are received in the cradles at the lower ends thereof at the same time that
the wheels on the ascending side run up their inclines, the latter wheels arriving
at the apexes of the rails or standards at or about the same moment that the
descending wheels are received by their cradles, the angle and length of the inclines
and the distance apart of the wheels being so proportioned as to produce the result
desired. The tipping motion of the body may be still further continued and it will
then turn on the axles of the lower wheels as centres, whilst the upper wheels
wholly leave the rails, the truck body having by that time attained such an incli-
nation as to render this further tilting an easy operation. The tipping motion of
the body is however limited to the angle necessary for discharging the contents, by
any suitable means.
In cases where it is necessary to raise the one pair of wheels completely off the
rails in this way, it is preferred, in order to prevent shock as much as possible on
righting the body, that the angle at the summit of the rails should be such that the
plane of the wheel axles shall meet the summit_as near_as_convenient at. right angles
to the inclines off which the wheels were raised.
To facilitate the operation, the construction may be such that the centre of
gravity of the loaded body may either move in a horizontal plane, or may be
caused to descend, or both to ascend and descend, in the act of tipping, whilst that
of the empty body may be caused to descend in the act of righting. The inclines
of the rails or standards may either be straight or curvilinear and so have a
constant or varying inclination, according to the motion it is desired to produce,
and in either case the two inclines of the same rail or standard may be similar or
different, and may meet in the centre line of the truck body or not according as
the truck is to discharge at both sides (or ends) or at one of them only. It will
be obvious that the relative arrangement of the wheels and rails might be inverted
the rails being fixed to the body and resting on the wheels on the main frame.
Instead of double inclined rails and two pairs of wheels, I may support the body
partly on one pair of wheels running on single inclined rails or standards and
partly upon radius links or rods pivoted to the body and working on centres upon
the main frame or carriage. Or instead of rails and wheels the body may be
wholly supported upon two pairs of such radius rods or links, each link being
pivoted to the body and to the main frame respectively towards opposite sides
thereof, so that the links of each pair cross one another. By this construction the
same movements of translation and oscillation of the body are obtained as by the
use of wheels running upon double incline curved rails.

page_text: "
SPECIFICATION in pursuance of the conditions of the Letters Patent filed by
the said Henry Grafton in the Great Seal Patent Office on the 21st Juno
1882.
HENRY GRAFTON of 53 Chancery Lane in the County of Middlesex, Engineer
"IMPROVEMENTS IN TIPPING WAGGONS OR TRUCKS FOR TRANSPORTING AND
DISCHARGING MINERALS AND CONTRACTORS MATERIALS ON RAILWAYS AND
TRAMWAYS."
My Invention relates to improvements in tipping-waggons or trucks for trans-
porting and discharging minerals and contractors' materials on railways and
tramways, and it is principally designed for side-tipping trucks, although it is also
applicable to end-tipping trucks.
My Invention has for its object to enable the truck to be tipped at either sido
(or end, as the case may be) and to give to the truck body a movement of trans-
lation in the direction in which it is to be tipped, as well as an oscillating or
tipping movement, whereby to enable it to discharge its load quite clear of the
rails and even to a distance therefrom greater than is possible with an ordinary
pivoted truck of the same height and form of body, and it also has for its object to
render the tipping and righting of the truck an easy operation requiring the aid
of no gear or apparatus of any kind which is liable to be fouled by dirt and stones
or to get out of order with rough usage, the truck of my Invention being simple
in construction and capable of supporting the wear and tear to which this class of
vehicle is ordinarily subjected.
According to one arrangement of my Invention I mount the truck body upon
four wheels resting upon double incline rails or standards of A form fixed upon
the main frame or carriage of the truck or waggon, each incline being curved
upwardly at the lower end to form a stop or cradle. In the normal or horizontal
position of the truck body, the wheels rest upon the oppositely inclined surfaces of
the rails or standards (the apexes of which rise between the wheels in the centre
line of the truck body) and suitable means are provided for locking the body in
that position until it is required to be tipped. In tipping, the one pair of wheels
run down whilst the other pair run up the double inclined standards; the
descending pair being received in their cradles at or about the same moment that
the ascending pair reach the summit of the inclines, the angle and length of the
inclines and the distance apart of the wheels, being so proportioned as to produce
this result, but it is preferred that the angle at the apex of the standards should be
a right angle or nearly a right angle. The tipping motion of the body may be still
further continued, but the body will then turn on the axles of the lower wheels as
centres whilst the upper wheels wholly leave the rails, the tipping motion of the
body being however limited to the extent necessary for discharging the contents,
by any suitable means. The inclines of the rails or standards may either be
straight or curvilinear and so have a constant or varying inclination according to
the motion it is desired to produce. Instead of wheels running upon rails, I may
support the body upon two (or more) sets of radius rods or links, one set at or
near each end of the body, each rod being pivoted by its opposite ends to opposite
sides of the body and the main frame respectively and the rods composing each set
being pivoted to contrary sides of the body and main frame so as to cross one
another. In tipping, the rods work upon the lower pivots as centres, the body
being carried upon the upper pivots.
In order to relieve the radius rods when travelling, I may provide a downwardly.
extending tail-piece (preferably one beneath each end of the body) the end of

page_text: DESCRIPTION OF DRAWINGS
Figure 1 is a side elevation, Figure 2 a plan (with the body removed) and
Figure 3 an end elevation of a side tipping waggon in which the body is supported
upon two pairs of wheels running upon double incline rails or standards whose
inclines are rectilinear. Figures 4 and 5 are elevations of double incline rails or
standards whose inclines_are_curvilinear,_the_curves_being_opposite_in_the_two
Figures for a purpose hereafter explained.
A is the main frame or carriage of any suitable construction mounted on wheels
in the ordinary way.
B is the truck body of any suitable form and construction.
It may be of the hopper shape shown in Figure 3, or preferably of the rounded
shape shown in dotted lines in Figure 8, and C are the double incline rails or
standards standing transversely upon the main frame near either end and secured
in position by bolts and by diagonal stays c. DD and D' D' are the two pairs of
wheels by which the body is supported, the wheels being flanged and running on
the double incline rails and being mounted in brackets & bolted to the ends of the
body. Care the upwardly curved ends of the double incline rails forming stops
or cradles for the wheels when they reach the bottom of the incline. E are rods
by which the axles of the two wheels D D' at the same end of the body are tied.
F are chains connecting the body to the main frame at the middle or at one or
both ends as may be required to limit the tipping motion. G are pins passed
through the standards C into bosses on the ends of the body to lock the body in
its horizontal position, the bosses bearing against the inner faces of the standards
to steady the body endwise. The tipping action will be readily understood by
reference to Figure 3, in which the body is represented by dotted lines in the
tipped position, the one pair of wheels D resting in the cradles C₁, and the other
pair D being raised off the rails or standard C. In cases where it is not required
to tip the body so far as to raise the wheels off the rails in this way, the stops or
cradles might be dispensed with if desired. Figure 4 shows in full lines a convexly
curved double incline rail or standard with the wheels D D₁ resting thereon, and
for the sake of comparison it also shows in dotted lines a rail or standard similar
to that shown in Figure 3 together with the wheels of the same body thereon.
By comparing these two positions of the wheels, it will be seen that as the wheels
upon the curved rails are higher than those upon the straight rails, whilst in either
case they descend to the same position when the body is tipped, a point of the
truck body which would move in a horizontal plane when the straight rails are
used, will consequently have a slight descending motion in the act of tipping when
curved rails are used, the horizontal movement of translation being equal in both
cases. Conversely, it will be seen that by using rails or standards curved
concavely as in Figure 5, the same point will have a slight ascending motion in the
act of tipping.
The centre of gravity of the truck body and load is higher than that of the

page_text: truck body without the load, and the general arrangement may in most cases be
such that these two centres are situated, the one above, and the other beneath the
point which would move in a horizontal plane when working on straight rails, and
the centre of gravity of the loaded truck body will consequently have a falling
motion in the act of tipping whilst the centre of gravity of the empty body will
have a falling motion in the act of righting so as to render automatic or at least
facilitate the tipping and righting. Should however these points not occupy such
relative positions as to produce the desired result when working inclines, I would
then use the convex or the concave rails, according as it is [required to give the
centre of gravity of the loaded body, more or less, and that of the unloaded body
less, or more, falling motion in tipping and righting respectively.
The standards and wheels are represented as being outside the ends of the body
but they may be located at any desired points beneath the body which would then
be supported at such a height or be so modified in form as to clear the apexes
of the standards. Both end standards and intermediate standards may be used.
Figure 6 is a side elevation, Figure 7 a plan (with the body removed) and
Figure 8 an end elevation of a tipping truck in which the body is supported upon
radius rods. A is the main frame, and B the body of the truck as before.
L L' are sets of crossed radius rods pivoted at their lower ends in shoes fixed to
the sides of the main frame and at their upper ends m in brackets M M' secured
to the bottom of the truck body near the sides, each rod being pivoted to one side
of the main frame and to the opposite side of the body. The angle at which the
rods cross one another may be varied by shifting the position according to the
motion it is desired to give the body, and I do not therefore limit myself to any
particular angle or to the precise arrangement or relative position of the pivots
shown in the Drawings. Each set is composed of a pair of rods L' L' working
together as one, both being pivoted to the same sides, and of a single rod L working
between them and pivoted to the contrary sides to those to which those L' are
pivoted. The lower ends of the rods L' are splayed apart in order to steady the
body end wise, and those of one set are pivoted to one side and those of the other
set to the opposite side of the main frame so as to steady both sides of the body
equally, but these double rods are not obligatory as single rods might be used and
instead of the radius rods being located directly beneath the body as shown, they
may be placed outside the ends. A¹ are stays tieing together the sides of the
main frame to counteract the thrust of the radius rods. H is a downwardly
extending arm of which there is one at or near each end of the body in the centre
line thereof. Each arm has a stud working in a slot k in the plate standards K
fixed transversely upon the main frame by which the tipping motion of the body
is limited. The action will be clearly understood from the dotted lines which
show the extreme tipped position of the body. This may however be varied by
altering the length of the slot or the position of the stud on the arm H.
the body is in the horizontal position, the lower end of arm H rests upon a spring,
bracket, or other support k' fixed to the standards K or other part of the main
frame, to relieve the radius rods of part of the weight of the loaded body. The
standards K are suitably strutted to take end strains and a pin G is passed through
them into the body to lock it in the horizontal position.
When
I have illustrated only side-tipping trucks from which the construction of end-
tipping trucks will be readily understood as the only material alteration involved
is in the position of the standards or radius rods and body relatively to the main
frame.
I do not in any case limit myself to the precise construction and proportions of
the parts as such may be varied according to requirements.
Having described the nature of my Invention of "Improvements in Tipping
Waggons or Trucks for Transporting and Discharging Minerals and Contractors'
Materials on Railways and Tramways," and the manner of performing the same, I
declare that what I claim as my Invention to be protected by the hereinbefore iu
part recited Letters Patent is.

page_text: 1st. A tipping waggon or truck whereof the body is supported and runs upon
the oppositely inclined surfaces of A rails or standards and thereby receives a
combined movement of translation and oscillation substantially as hereinbefore
described and shown in the Drawings for the purpose specified.
2nd. A tipping waggon or truck whereof the body is supported and runs upon
the oppositely inclined surfaces of A rails or standards which are upwardly curved
at their lower ends to form cradles or stops for the wheels, whereby the body
receives first a combined movement of translation and oscillation, and secondly a
tipping motion only, substantially as hereinbefore described and illustrated in the
Drawings.
3rd. A tipping waggon or truck in which the body is supported upon sets of
crossed radius rods pivoted at or towards opposite sides of the body and main
frame, substantially as herein described and shown in Figures 9. 10. and 11 for the
purpose specified.
4th. A tipping waggon or truck in which the body is supported upon two sets
of crossed radius rods pivoted at or towards opposite sides of the body and main
frame, each set of rods consisting of a single rod working between a pair of rods
splayed apart and acting together as one, the pair of rods of the two sets being at
opposite sides of the truck, substantially as shown and described for the purpose
specified.
In witness whereof I the said Henry Grafton have hereunto set my hand
Witness:-
F. W. KENNARD
Clerk to A. M. & W. Clark
Patent Agents
53 Chancery Lane.
London.
HENRY GRAFTON. (L.S.)