IMPROVEMENTS IN RAILWAY TIPPING OR DUMPING WAGGONS
Year: 1881

page_text: LETTERS PATENT to George Frederick Redfern, of the General Patent Office,
4, South Street, Finsbury, in the County of Middlesex, Patent Agent, for an
Invention of "IMPROVEMENTS IN RAILWAY TIPPING OR DUMPING WAGGONS."
A communication from abroad by Matthew Van Wormer, of Dayton, Ohio,
United States of America.
COMPLETE SPECIFICATION filed by the said George Frederick Redfern at the
Office of the Commissioners of Patents on the 5th July 1881.
GEORGE FREDERICK REDFERN, of the General Patent Office, 4, South Street,
Finsbury, in the County of Middlesex, Patent Agent. "IMPROVEMENTS IN RAILWAY
TIPPING OR DUMPING WAGGONS." A communication from abroad by Matthew
Van Wormer, of Dayton, Ohio, United States of America.
The Invention communicated to me relates to the construction of the car-bed; to
the transoms; to the construction of the rockers, and means whereby the car after
dumping shall right itself up again; to a device for preventing the separation of
the car bed from the trucks; to the means for fastening pulleys to the ends of the
truck timbers; to the mechanism for fastening and unfastening the doors of the car;
to the construction of the doors, to the end posts, and the means for fastening the
same to the car bed; to the centre posts, and the means for fastening them to the
car bed; to the side bearings, and their application so as to keep the car bed in
position, and to prevent undue friction while the car is moving around curves of
the track; and it further consists in combining with the draw-bar a rocker,
whereby the dumping may take place with the ordinary draw-bar, without need of
uncoupling the car from the other cars of the train; in an improved brake
mechanism; in a special construction of clutch pulley, with grooves and sockets
adapted to receive and hold the links of the chain, and whereby the revolving of
the pulley to gradually tilt the car will operate the chain and prevent its slipping;
in means for dumping either slowly or suddenly as desired; in a special con-
struction of guide rollers for the chains; in combining the shaft of the clutch
coupling pulleys and their chain and its guide pulleys with a worm-gear or screw-
lever for operating the same; and in other particulars hereinafter set forth.
n

page_text: DESCRIPTION OF THE DRAWING.
Figure 1 is an elevation of my improved dump-car or waggon; Figure 2, a
bottom view with one truck removed; Figure 3, a cross section through line x, x,
of Figure 2; Figure 4, a top view of one of the trucks; Figure 5 a plan of the
couplers, and Figure 6 a section through y, y; Figures 7 and 8, details of the draw
head and its rocker; Figures 9 and 10, details shewing the side bearings; Figures 11
and 12, brake mechanism; Figure 13, partial top view, parts being broken away
shewing the coupler pulleys and their connections; Figure 14, fragment enlarged of
convex stationary bed; Figures 15, 16, 17, 18, and 19, details.
Of the timbers of the car frame 1, 1, represent cross sills or beaders extending
from the longitudinal sills 2 and 5, and framed or secured into the same; 3 and 4
represent shorter sills framed into the cross sill or header 1, and not as long as the
outside sills 6, 7, or the sills 2, 5, the object of making them shorter being for the
purpose of giving space or room for the worm and gear of the screw lever or other
appropriate mechanism, which operates the chain-shaft hereinafter described, and
also to allow sufficient space without weakening the car-bed, for such bed to dump
over the wheels, oil boxes, and truck timbers without coming in contact with any
of them.
An iron or wood transom 8 is applied to run above the top or upper portion of
the sills of the car, and even with or above the top of the floor, and it may make a
part of the said floor, and other iron bars or wood transoms a passing underneath
the inside sills of the car, and passing up in the shape of a brace between the
respective outside sills 6, 7, and the sills 2, 5, are fastened to the transom 8, making
a sufficient space between the lower side of these transom braces a and the truck
timbers or truck irons to give the car bed more and ample dumping room, without
coming in contact with such timbers or irons or with the oil boxes when discharging
any material from the car. These transoms or braces a also make the construction
strong and safe.
The rockers and their arched beds are such that after dumping the car bed will
right itself up again, and they are constructed as follows, 9 representing the rockers,
their stationary convex beds being shown at 10.
Each may be all of iron or of iron and wood; the rockers 9 have each a central
downwardly projecting stud or boss b, which may be of ball shape if desired, and
also a series of cogs c, c, on both sides of this stud, and the convex beds (see
Figure 14) have each a central socket c¹ to receive the stud or boss b, and also a
series of sockets c², c², adapted to receive the cogs c, c, the object of this being that
when the car is turned or dumped they will prevent the car bed from getting out
of position, and at the same time permit the tilting of the bed far enough over and
to a degree of pitch sufficient to discharge coal or other material without the risk
of coming in contact with either the trucks, truck irons, oil boxes, or wheels, and
also to permit the car to right itself up after dumping. The car or car bed will
automatically right itself after dumping, because when it is tilted or turned over to
dump and is left free to return by disengagement of the V shaped couplings or the
shaft (or shafts) 12, hereinafter described, the fulcrum or bearing point of the
rocker is no longer at the boss b and its central socket, but has been shifted to
one or more of the cogs and to their sockets, thus giving a long leverage for that
side of the car or bed, which is for the time being raised up, and this causes that
side to fall by its own weight till the car is again level. It will be seen that any
mechanical equivalent of these sockets, teeth, or cogs and boss, which will allow
the same action and result, may be substituted for them. A bar of iron or wood,
represented at 11, is designed to hold the car bed from separating from the trucks
while the car is in transit or motion. It is bolted or fastened to the truck timber
or to the lower convex bed 10, and extends upward to be attached to either the
upper rocker 9 or to the car bed or to a cross sill, and is provided with a bolt d for
connecting it to such part or to any iron or wood fastened thereto.

page_text: A shaft (or shafts if desired) marked 12 runs lengthwise of the car under its
floor, either its full length or a sufficient distance for receiving at its end or ends
coupling pulleys e, e', having V-shaped teeth on their adjacent sides for engaging
with each other. On this shaft 12, if but one be used, are affixed permanently,
one near each end, and to revolve with with it, two clutches e having V shaped teeth,
as shown, designed each to be engaged or disengaged at will from its fellow e',
which is provided with similar V shaped teeth and placed loosely upon the shaft,
and adapted to be shifted in or out of engagement with the fixed clutch e, see
enlarged views, Figures 5 and 12. This coupling apparatus is to be located
beneath the transom 8, so that the latter shall in no wise interfere with its free
revolution. A chain, Figures 1 and 2, passing over and clinging to the loose
pulley (the particular construction of which pulley will be hereinafter fully
described), and winding partly around the said pulley passes thence under guide
pulleys g, g, adjustable if desired, secured to the rocker or to the timbers of the car
bed. This chain also passes under guide pulleys h, h, (see Figures 1, 3, and 17),
attached respectively to the opposite ends of the truck timber or frame; thence
the ends of the chain respectively pass up to and are fastened upon the car bed, or
upon the outside sills 6, 7, or to the car floor.
For the purpose of applying the pulleys h, h, to the outer ends of the truck
timbers so as not to interfere with the proper action of the car springs, I fasten
to the end of the under truck timber a strap or bar i (see Figure 17) of wood or
iron, and connect it to the upper truck timber by bolts extending into or through
such truck timber and through a slot in the said strap or bar i, such slot allowing
the springs between the two truck timbers to work the same as though the said
strap or bar were not there. The slot may be in either end of the bar i.
strap or bar i' of iron (or of wood) is bolted to the lower end of the bar i or to the
truck timber to which it is firmly attached, .and extending outward sufficiently
to admit the pulley h between the bars i and 2, the axis or journal of the said
pulley h being supported by the two straps i, i¹.
Another
I will now describe the manner and the means of fastening and unfastening the
doors automatically. A bar or rod of iron 15 fastened or suspended to the outside
sills respectively of the car have thereon one or more dogs or levers (see
Figure 3), and to the outer ends of such levers are pivotted one or more upright
slides or latches l, adapted to extend a little above the floor of the car sufficient to
catch, latch, and hold down the swinging doors 16, which latches run in appropriate
guides or staples m. The levers are so constructed that when the car is being
dumped their long arms will come in contact with or strike the truck timber or
truck irons at the appropriate time and unlatch the doors 16. Each latch lis
provided with a hole in which a pin n may be inserted to lock them when desired.
When these pins are removed the latches are ready for their automatic action upon
tilting the car as above stated.
Each door 16, see Figure 1, is a batten door, mortised in timbers or iron o at
each end, and swinging on pivots at their upper ends. These doors are also
supplied with and strengthened by metal cross bars or straps p secured thereto, the
lower ends of which are so beveled or turned under at an incline as to allow
them readily to pass the upper beveled ends of the latches in the act of closing
the doors.
The weight of the levers tends to throw up the latches 7 and to automatically
fasten the doors when they shall have thus passed the latches. One or more
straps q of wood or iron fastened on the outside of the door and extending below
its lower line serves to prevent the door from swinging too far in. The door is
also provided with one or more truss rods 7, 1, either inside or out, or both, for the
purpose of strengthening it and holding it properly to place.
The upright end posts 17 of the car and their connections are as follows:-They
rest respectively upon the outside sills 6, 7, and extend down on the side thereof a
sufficient distance to admit of being strongly secured thereto by bolts or otherwise,
and extend far enough above the doors to permit the same to be hinged or attached

page_text: thereto. The said posts 17 are grooved or recessed on their inner corners (see
Figure 15) to receive the end board of the car, so as to leave the inner face of the
said board or plank flush or even with the inside of the post, thereby preventing
any obstruction when unloading, and also to make the car more firm and strong.
A rods of metal or wood extends across the end of the car and through both these
posts to hold them and the end plank or board t firmly in their places; there is also
an iron or wooden brace u extending from each post to the end sill or floor to aid
in bracing and holding the said post 17 to its place. The upright centre posts 18
also rest and are secured respectively upon the outside and top of a sill, and each
is further secured by a metal plate u¹ which extends down and is fastened to the
inside sills of the car, as seen in Figure 16. A metal rod v passes through both
these opposite centre posts 18, 18, under the floor and above the sills, and is
tightened by appropriate nuts or equivalent means for firmly holding the posts in
place.
The side bearings for holding the car and keeping it in position are represented
at 19 in Figure 3, and in an enlarged view in Figures 9 and 10, and are as
follows They severally consist of a bar of iron or wood adapted to rest on the
truck timber, and extending upward and movably secured to the rocker, or to the
sills, or transoms, or floor of the car. Through a hole having a slot or key way y
in the upper end of each side bearing passes a shaft or bolt z with a key or pin a²
thereon; this shaft is secured to the car as above named. It is represented in the
Drawing as attached to an end of the rocker. This slot y allows the side bearing
to play at its upper end and thus prevent that friction which it would otherwiso
have if compelled to travel or move rigidly upon the truck timber when the car
is moving around curves.
The outer end of the shaft or bolt z receives an arm 63 secured to it by a pin or
screw for the purpose of permitting the said shaft and bearing to be moved by
appropriate connections extending upward and connecting with a rod e³, which
extends and is attached to both side-bearings on one side of the car on the front
and rear trucks, the said rod extending to the end of the car and being there
attached to a lever f³ for the purpose of operating both side bearings which are
upon one side of the car at one act by the same lever to allow the dumping.
Similar side bearings and attachments are on the other side of the car.
On the under side of each draw bar 20 is an arched or curved rocker 20*, the
object of which is to permit the car to be tilted for dumping or otherwise without
the need of uncoupling any car from the other cars of the train, see Figures 7
and 8; this rocker may rest on a curved bed as shown in Figure 8.
-
I will now describe the improved brake mechanism consisting of a combination
of levers, chains, and pulleys, as follows, referring more particularly to Figures 4
and 17 A bar 21 of metal or wood attached to the truck timber by an arm 22 and
bolts or screws is also attached to the brake rod or bar f2 by an arm 23 and bolts or
screws. The two brake bars of each truck act coincidently upon the inner
perimeter of all the wheels of each truck by means of the following connections:-
This bar or lever 21 which is connected to and immediately operates one of the
brake bars, and which, as above stated is fulcrumed upon the lower truck beam, is
also connected by means of a rod or bar 2 with one end of a lever j2 at the opposite
side of the said truck beam, the other end of the said lever connecting with the
other brake bar g² which acts upon the other two wheels of the same truck, thus
giving a movement in opposite directions at the same time to the two brake bars.
Provision is made for adjusting the throw of the levers which actuate the brakes.
The brakes and their bars are suspended by links ², k², from springing or yielding
straps secured upon the truck beams. This affords a yielding and play to meet
varying exigencies and a self-adaptation to the curvature of the wheel. To the
upper end of the bar 21 (see Figures 11 and 12) is attached a chain (or a rod)
which connects with a lever m²; one end of the said lever being fastened to the sill
or floor of the car, as shown at n, and the other end being counected to a chain or
rod o running in a direction lengthwise of the car, such chain passing around a

page_text: pulley p² on or near the end of the car and fastened at its extremity to an upright
hand lever q, which lever is pivoted to the sill or below the sill of the car. By
operating this lever the brakes are brought into action and the lever may be held
to any desired position by means of a rack or ratchet 2, with the teeth of which it
may engage and be held.
Each
The loose coupling pulley e¹ has cavities on its periphery precisely adapted to
receive and hold positively therein the successive links of the chain f; these
cavities may be described as follows in general terms:-A series of oval shaped
depressions or sockets 82 (see Figures 5 and 6) to receive those links which lie flat,
such oval sockets communicating only by deep narrow cuts or grooves &³ sufficient
to receive edgewise those links which connect the alternate flat-lying ones.
flat-lying link is sunk below the periphery of the pulley or wheel; a pull upon the
chain would therefore revolve the wheel, consequently the revolution of this
coupling pulley e¹ must positively and without any chance of slipping pull the chain
in the direction of its revolution and thereby tilt the car. The chain being
properly applied in the first instance with sufficient slack at its opposite ends to
permit the greatest degree of tilting ever required, this proper relation is always
under control. The chain is thus always self-holding to its pulley and can never
slip although the chain is, as needs to be for this purpose, a loose one.
For connecting and disconnecting these couplers e, e¹, there is an annular groove e*
around the periphery of the loose pulley e¹, into which projects a pin upon a
shifting lever 24, see Figure 13, pivotted to a rod u³ extending lengthwise of the
car for operating both couplings if desired, the said rod being actuated by means
of a hand lever at the end of the car or other convenient place. When by means
of this lever the couplings are disengaged or uncoupled, the coupling pulley e¹ may
revolve suddenly as a loose pulley in order to allow the car bed to discharge its
load itself, when it will come back or return of itself to its upright position.
When the coupling pulleys are coupled or engaged then the car may be tilted
slowly.
"
This capacity for sudden dumping is important when clay, damp coal, or other
damp or adhesive material constitutes the load, so as to discharge it with a jar or
thud," but with other materials which might be damaged by such jars or shocks,
or when it is desired to deliver gradually, the V couplings when in engagement
afford full control to tilt the car as far or as slowly as may be advisable.
The guide pulleys g for the chain fare hexagonal on their peripheries, thus
presenting six flat surfaces of a size adapted to the flat-lying links of the chain,
and a peripheral groove 2 adapts them for receiving the intermediate or edgewise
lying links (see enlarged view, Figure 19), thus these pulleys fit all the surfaces of
the chain and prevent its getting off; they may be flanged also if desired.
Instead of being hexagonal these pulleys may have eight or more peripheral
faces. The pulleys h are circular but with an annular groove to receive the edges
of alternate links of the chain.
Having now described the Invention communicated to me, and the best means
with which I am acquainted for carrying the same into effect, I would have it
understood that what is claimed and intended to be protected by the herein in part
recited Letters Patent is,
Firstly. The car bed as made with the cross sills and headers 1, 1, extended
from the longitudinal sills 2, 5, and framed or fastened thereon, and with the shorter
longitudinal sills 3, 4, framed into the headers 1, 1, and with the outside sills 6, 7,
the construction affording space at the ends of the car for the worm and gear or
machinery which operates the dumping mechanism, and ample clear space at the
sides for dumping, and all without weakening the car bed.
Secondly. The transom 8, applied as described above the frame of the car, in
combination with the transoms or braces a, beneath the same and connected
thereto, and secured under the inside sills 2, 5, and the outside sills 6, 7.
Thirdly. The rockers 9 constructed with a central boss b and a series of cogs c, c,
in combination with the curved bed 10, constructed with a central socket c¹ and

page_text: the rockers c², c², substantially as shewn and described, and for the purpose of
dumping the car and of causing it to right itself up again.
Fourthy. In combination with the trucks and with the car bed or body of a
tilting or dump car, the bar 11 for connecting these parts together and preventing
their separation while the car is in motion.
Fifthly. The dumping shaft or shafts 12, extending nearly the length of the car,
in combination with a pulley thereon and with the chain and series of pulleys or
devices for actuating the same, and for connection with a hand lever or wheel and
a connecting worm and gear, whereby such shaft may be operated.
Sixthly. The combination with the ends of the truck timbers of the strap i, i,
and their interposed guide pulleys h, these shafts being constructed and applied to
each other and to the truck timbers, substantially as set forth, so as not to interfere
with the proper action of the car springs.
Seventhly. In combination with the swing doors, the bar or rod 15, one or more
dogs or levers k, one or more slide latches 7, and their guides, the combination
and arrangement being such that the inuer end of the dogs k may serve
automatically to fasten or to unfasten the doors, substantially as set forth.
Eighthly. The swing doors constructed as described, that is to say, mortised in
timbers or iron supports o at each end, strengthened by truss rods 7, 7, and by metal
cross bars or straps p having bevelled lower ends for engagement with the fastening
latches, and provided with one or more straps or projections q, as and for the
purposes set forth.
Ninthly. In combination with the car bed the end posts 17 resting on the
outside sills, and extending down and secured to the outside of the same, and
extending high enough to permit the swing doors to be attached thereto, the said
posts being grooved or recessed at their inner corners to receive the end board t of
the car flush with the inside of the posts, the posts and the board being held
together by a connecting rod, and braced by braces u, all substantially as shewn
and described.
Tenthly. The centre posts 18 made and applied to the car bed as described and
assisting to support the swing doors and strengthened by an inside metal plate u¹
and by a tightening rod v beneath the floor connecting the two opposite posts.
Eleventhly. In combination with the car the movable side bearing 19, provided
at their point of suspension with a slot or key way as described, whereby whilst
holding the car in position during transit, and adapted to be swung up for
dumping they also prevent undue friction when the car is in motion around
curves.
Twelfthly. In combination with the draw-bar the rocker 20* secured upon its
under side as and for the purpose described.
Thirteenthly. The brake mechanism described consisting of the combination of
the bar 21, arm 22, on the truck timber arm 23, brake bars f, g², rod or bar i²,
lever j³, links k², and straps l², and appropriate means for actuating the same from
the car platform.
Fourteenthly. The loose V-pulley e¹ made as described with deep sockets and
the narrow deeper grooves connecting such sockets, and whereby the chain may be
held therein by its imbedded links without slipping when the pulley is revolved.
Fifteenthly. The combination with the pulley shaft of the loose chain pulley e¹,
constructed as described, and having V teeth and an annular groove of the V tooth
pulley e fixed to the shaft, and of appropriate mechanism for disengaging these
pulleys, and to allow the car bed to dump its load suddenly or slowly, as desired.
Sixteenthly. In combination with the pulley shaft and the loose and fast
V pulleys e, e', the shifting lever 24, rod u², and a hand lever, as and for the
purposes described.
Seventeenthly. In combination with the linked chain f, attached to both sides
of the car bed, the guide pulleys g, made with the flat surfaces w³, adapted for the
links and with the peripheral groove x², as shown and described.
Eighteenthly. In combination with the pulley shaft and with mechanism for

page_text: operating the same the pulleys e, e¹, and chain, the guide pulley g, g, and the guide
pulleys h, h, the ends of the chain being fastened to the outside car sills or floor, all
substantially as shown and described.
In witness whereof, I, the said George Frederick Redfern, have hereto set
my hand and seal, this Fourth day of July, in the year of our Lord One
thousand eight hundred and eighty one.
G. F. REDFERN.
(L.S.)