193,236. Alexander, A. E., (Magor Car Corporation). Jan. 18, 1922. Tip-wagons. - A wagon which may be tipped on either side is supported in its normal position by side-members pivoted to the under-framing and acting as props which are unlocked by means of gearing operated by fluid actuated dumping cylinders when the wagon is to be tipped, and restored to the locking position during the righting movement of the body. The body of the wagon, Fig. 8, is pivoted at 47 to chairs 46, spaced along the longitudinal centre line of the vehicle and is supported in its normal position by props 81, 82 pivoted at one end to the underframe, the other ends contacting with rollers 89, 90, respectively, supported by brackets 58 depending from the bottom of the vehicle. Each prop 81 is connected through a toggle 87, longitudinal shaft 85, and crank 113, Fig. 7, to a pivoted latch 83 having a hook 109 at one end and connected by a catch near its free end to a stop on a plate 76; this plate is pivoted at 77 on an axis coincident with the axis of the pivot 49 and is connected at the pivot 79 to a link 74 connected to a piston rod 65 in a fluid actuated cylinder 40. The plate 76 is extended beyond its connection with the link 74 to receive the end 70 of the tipping bar 72 which is pivoted at its top end to the bottom of the wagon. The bar 72 is provided with a gap 92, which, when the floor of the wagon is horizontal, is spaced above the pivot pin 79 and allows lost motion when the piston rises. When tipping to the left, Fig. 7, fluid is admitted to the bottom of the right-hand cylinder 40, the piston rises and tilts the plate 76 about the pivot 77 and by means of a stop thereon draws the latch 83 to the right and with it the crank 113, thus turning the shaft 85 and breaking the toggle 87 to move the lefthand prop 81 clear of the roller 89. Further upward movement of the piston rod 65 takes place without moving the wagon body until the pivot 79 engages the gap 92 in the tipping-lever 72. The body is then tipped to the left, the spring buffers 95, Fig. 8, striking the plate 97 on the underframe and absorbing violent shock. During the upward movement of the piston 65, the plate 76 draws the latch 83 towards the right until its hooked end 109 engages a stop 111 mounted on the centre sill 4: the latch then turns counterclockwise and disengages the catch from the stop on the plate 76 so that the latch 83, shaft 85, and prop 81 return to their normal locking position as soon as the roller 89 passes upwardly beyond the upper end of the prop. The left-hand tipping lever 71 during the process of tipping towards the left has its end 70 guided in a bracket 6S forming part of the piston-rod guide and is revolved so that the pivot pin 78 is disengaged from the gap 91 so that when restoring the body to normal position the piston rod 64 and link 73 act on the plate 75 which then bears directly on the longitudinal beam 54 to exert a righting movement. During the righting movement the plate 75 draws the latch 84 and with it the prop 82 into the position for receiving the right hand roller 90. The side door on the tipping side of the wagon is opened automatically during the tipping movement of thebody through a link 143, Fig. 10, connected to the top of the door 16 and to the end wall of the wagon, and from this link depends a bracket 142 carrying a pivoted lever 139 connected at one end by a link 146 to the bottom of the door and at the other by a link 138 to the central longitudinal pivot 47. When tipping, the door remains closed until the point of connection between link 138 and lever 139 contacts with the bolster 151; the lever 139 then moves about this point as a fulcrum and opens the door. The fluid for operating the dumping cylinders is preferably air and may be taken from the main brake pipe or the auxiliary train pipes and is stored in a cylinder from which it is distributed through a valve 32, Fig. 10, to the dumping cylinders 39, 40. The valve, Figs. 13 and 14, comprises a casing having a pressure air inlet 215 communicating with a chamber 217, outlet branches 273, 274 to the dumping cylinders and ports 233, 234 and 269, 270 to atmosphere. A plug valve 201 operated by a handle having an indicating pointer and a feather on the end of the stem so that the handle can only be removed when the valve is in its neutral position, has a cam 230 formed at one end, which, when the plug is turned right or left, raises a poppet valve 214 are three channels, two of which, 220, lead to the chamber 213 which is in free communication with the port 225 in the valve and the other, 236, leads through a port 239 in the valve when the plug valve is in its central position, to ports 241, 242 (not shown), Figs. 13, 14, 21, 22 and 23. The section of the valve in Fig. 13, is identical on both sides of the centre line, the piston 255 operating the valve 247 to admit pressure air to the dumping cylinder 39, Fig. 7, and a corresponding piston on the other side of the centre line operating a poppet valve 248 to admit pressure air to dumping cylinder 40, Fig. 7. In the central position of the plug valve 201, Fig. 21, the port 241 communicates through port 233 to atmosphere. In this position the port 239 communicating with ports 241, 242, admits atmospheric pressure to parts 236, 219 (not shown), 220 and chamber 213, Fig. 14. When the plug is turned towards the right, Fig. 23, port 239 is still open to atmosphere and port 281 connects up passage 277 through port 281 to atmosphere at 233. Further movement of the valve, Fig. 22, allows the port 225 to communicate with passage 277 and the passage 278 with atmosphere through port 241 and outlet 234. In the position of the valve shown in Fig. 22, the cam 230, Fig. 14, has raised the poppet valve 214 admitting pressure air to port 225 through passages 219, 220 and chamber 213. The pressure air from port 225 passes down the passage 277 to the underside of piston 255 which rises against the pressure of a spring 253 and closes a port 267, through which the dumping cylinder has been open to atmosphere, and opens the poppet valve 247 thereby admitting pressure air through passage 265 and outlet 273 to the dumping cylinder 39. When a number of wagons have to be tipped simultaneously the underside of piston is connected up through connections 283, 284 to pipe lines through which fluid is admitted by a single control valve.