US688727A - Car-tipple. - Google Patents

Description

No. 688,727. Pat ented Dec. m, mm. c. GESKE & c. MILLER.

GAR TIPPLE.

(Application filed July 17, 1901.) (No Model.) '3 Sheets-Sheet I.

W WITNESSES- L x (No Model.)

WITNESSES:

Patented Dec. l0, Hill.

C. GESKE &. [2. MILLER,

CAR TIPPLE.

(Application filed. July 17, 1901.1 7

3 Sheets-Sheet 2.

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No. 688,727. Patented Dec. l0, l90l.

- 6. 858K581, C. MILLER.

CAR TIPPLE.

(Application filed Jyxly 17, 1901.) (No Model.)

3 Sheets-Sheet 3.

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CHARLES GESKE AND CHRISTIAN MILLER, OF SEATTLE, WASHINGTON.

CAR-TIPPLE.

SPECIFICATION forming part of Letters Patent N 0.. 688,727, dated December 10, 1901.

Application filed July 17, 1901.

To all whom it may concern.-

Be it known that we, CHARLES GESKE and CHRISTIAN'MILLER, citizens of the United States, and residents of Seattle, in the county of King and State of Washington, have invented a new and Improved Oar-Tipple, of which the following is a full, clear, and exact description.

This invention relates to a means for automatically dumping railwaycars, and comprises certain novel elements by means of which the cars may be run successively onto the tipple and successively dumped, the operations being such that the one car is automatically pushed off of the tipple by the car next following,whichlattercar is then dumped in its turn.

This specification is a specific description of one form of the invention, While the claims are definitions of the actual scope thereof.

Reference is to be had to the accompanying drawings, forming a part of this specification,

in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a plan view of the invention, showing two of the tipples arranged im mediately adjacent to each other. Fig. 2 is a side elevation of the same with parts broken away. Fig. 3 is a side elevation illustrating the operation of dumping. Fig. 4 is a section on the line at 4 of Fig. 3. Fig. 5 is a section on' the line 5 5 of Fig. 2. Fig. 6 is an enlarged plan view of the tipple, and Fig. 7 is a reduced side elevation illustrating the operation of the tipple with respect to the loaded and unloaded cars.

The tipple is designed especially for use in mines, although obviously it could be used in other connections. Owing to our invention any number of these tipples may be construced one after the other on a single line of track. In Figs. 1 and 2 we have shown two. This provides for dumping the contents of the cars at any point desired.

Each tipple comprises a cradle made up of rail-sections a, joined by crossties at, the mid dle of said cross-ties being formed at its ends with hangers 64 having laterally-projected trunnions a rockably mounted in bearings Z), carried on the string-pieces b of the track or trestle-work. The end cross-ties a are joined by diagonal stringers a with the Serial No. 68,618- (No model.)

hangers o The cradle thus mounted is capable of swinging from the horizontal position shown at the left-hand end in Fig. 2 to the tilted position shown at the right-hand portion of said view. The rail-sections a are adapted to register with the rail-sections b of the railway, so that the cars may pass continuously over the parts a and b when they are in proper adjustment. (1, indicates a counterweight, which returns the cradle, with the empty car, to its horizontal position. Mounted at each side of the cradle is a wheelchock 0. These chocks are pivotally mounted on vertical axes, (indicated at c in the drawings,) so that the chocks may swing sidewise into and out of the path of the wheels of the car. When the chocks are in the position shown at the left-hand end of Fig. 1, the car may pass unobstructed over the rail-sections a; but when the chocks are thrown inward, as shown at the right-hand portion of Fig. 1, they engage the wheels of the car and arrest the further movement thereof. The chocks 0 have bars 0 pivotally connected thereto, and these bars extend inward diagonally toward each other and are connected to a longitudinally-reciprocal rod 61 through the medium of a flanged sleeved, fastened to the rod, and to which flanged sleeve the bars 0 are pivoted. Therod dis held on the cradle to reciprocate longitudinally thereof and is pressed leftward, as in Fig. 1, by means of an expansive spring d bearing between a transverse bar a on the cradle and a collar d on the rod (1. This spring serves, therefore, normally to hold the chocks c in operative position. The rear end portion of the rod d has a box 61 fixed thereto, and this box carries, as best shown in Fig. 6, a roller cl, which is engaged by a lever e, fulcrumed on the bed of the road or trestle. This lever e is so arranged that when the cradleis in horizontal position the lever engages the roller (1, and by moving the lever the rod d'may he slid in its bearings contrary to the pressure of the spring (Z W'hen, however, the cradle rocks, the roller (1 is moved out of engagement with the lever e and the action of the lever on the roller is ml.

The lever 6 has a weight c connected therewith through the medium of a cord e and a guidesheave a This weight serves to hold the lever normally in the position shown at the right in Fig. 1 and in Fig. 8that' is to say, to hold the lever with its end which acts on the roller (1 drawn backward so that when the cradle returns to its horizontal position the roller (1 drops into proper engagement with the lever and does not hit on the side thereof.

f indicates a stand for a lever or levers. In Figs. 1 and 2 we have shown two levers, ((lesignatedf.) These levers are one foreach of the tipples shown. The levers f may be arranged separatelyfrom each other, or if arranged as preferred they will be all put immediately adjacent in a single stand, so that one person may readily actuate them. Each lever f has a cord f attached, this cord extending to the lever e. The lever 6 further carries a cord g, which is connected with a crank g on a rock-shaft g, mounted in the bed of the railway and having an upwardlyprojecte'd arm g adapted to be struck by the car and thrown downward in the manner indicated in Fig. 7.

The rail-sections a of the cradle are normally located in horizontal position, so that they will aline with the sections 12 0f the trackrails, and these parts aan d b may be held rigidlytogether by meansoflatch-plates h,which are slidably mounted at each side of each railsection and connected together in pairs by transverse bolts passing through slots in the web-sections a of the cradles. These latchplates are capable of being projected beyond the rail-sections a. to engage the sections 19 at opposite sides of the webs between the balls and base-flanges thereof, thujs locking said parts together. The latch-plates h are pivotally connected to bars h, which extend inward to and have rigid connection with the rod d. This rod under the action of the spring d serves normally to throw the latch-plates h into inactive position.

When a leverf is thrown to the left-hand position, (see Figs. 1 and 2,) it throws the lever 6 in such a manner as to move the rod 61 against the action of the spring (1 thus throwing outward the chocks c and throwing the latch-plates it into active position. This not only adjusts the cradle so that a car may pass unobstructedly over it, but it also locks the cradle horizontally, so that no impediment will be offered by the rails to the passage of the car. The above-described movement of the lever f also results in the slackening up of the cord g, thus allowing the arm g to fall into horizontal position, so that it cannot be struck by the car in passing over the platform of the tipple. When, however, the lever f is thrown into the opposite position, (the righthand position in Figs. 1 and 2,) the cord 1 will be slackened and the lever e will be allowed to assume the position which is influenced by the spring d -that is to say, such position as will permit the checks 0 to swing inward into active position and the latchplates h to move backward into inactive positionthus allowing the cradle to tilt. Now when a car rolls on a tipple thus adjusted it first strikes the arm g of the shaft 9, and during the time that this arm is engaged the latch-plates it will be thrown into active position and the checks 0 moved outward. (See left-hand end of Fig. 1.) When, however, the wheels of the car pass the arm 9 the parts will again assume the position shown at the right-end end in Fig. 1 and the car in rolling on the platform will engage its wheels on the checks 0, thus arresting the movement of the car. The weight of the loaded car will now cause the tipple to rock, as indicated in Figs. 2 and 3, and by the action of a camblock 71 on suitable latch mechanism on the car the car will be automatically opened and its contents dumped, as illustrated in the drawings. As soon as the car is emptied, the counterweight a returns the cradle to its horizontal position, and the parts then lie as shown at the right-hand end of Fig. 1. Now when the next car passes along the track and strikes the army it will momentarily throw open the checks 0 and operate the latch-plates h. The parts then assume the position shown in Fig. 7. After this the loaded carstrikes the empty car and before the chocks 0 have had time to retnruinto engagementwith thewheels of the empty car the empty car will be driven off the platform. The loaded car will now be passed onto the platform and will be stopped by the checks c,whereupon the loaded car will then be dumped. The above operation maybe repeated as often as desired. It will be seen that the entire action is automatic, it being only necessary to lock or unlock the tipple by actuating the leversf. This done,the operation of dumping may go on as long as desired. t-ipples may be placed in line, one after another, on a single track, and each tipple being provided with a lever f, these levers may be arranged immediately adjacent to each other, so that one operator standing by the levers may throw into or out of action any of the tipples desired, thusdumping the con tents of the various cars in their proper places.

Having thus described our invention, we claim as new and desire to secure by Letters Patent- 1. In a car-tipple, the combination of a rockin g platform, counterbalanced to lie normally in a horizontal position, means on the platform for releasably holding the car, said means being normally active, means for releasably locking the platform horizontally, said means being normally inactive, and operating devices for both of said means, the operating devices being actuated by an ap preaching car.

2. In a car-nipple, the combination of a rock ing platform counterbalanced to lie normally in a horizontal position, means on the platform for releasably holding the car, said means being normally active, means for releasably locking the platform horizontally,

As before intimated, any number of horizontal, a car-chock, a lock for holding the platform horizontal, means actuating the chock and lock in unison to hold the chock normally active and the lock normally inac tive, and two operating devices for said means, one being actuated by an approaching car and the other being momentarily actuated.

4. In a car-tipple, the combination of a platform counterbalanced to lie normally horizontal, a car-chock on the platform, a lock device for releasably locking the platform in a horizontal position, means actuating the chock and lock in unison to hold the chock normally active and the lock normally inactive, and a device actuated by an approach ing car for actuating said means, whereby to temporarily throw the chock into inactive position and the latch into active position.

5. In a car-tipple, the combination of a rocking platform, means on the platform for releasably holding the car thereon, means for releasably holding the platform against rocking movement, and operating devices for both of said means, the said operating devices being in the path of an approaching car to be actuated thereby.

6. In a cartipple, the combination of a tilting platform, a wheel-chock thereon, a lock for holding the platform normally horizontal, means actuating the chock and lock, to hold the check normally active and the lock normally inactive, a lever connected with said means, and a device actuated by an approaching car for imparting movement to the lever, for the purpose specified.

7. In a car-tipple, the combination of a tilting platform, a Wheel-chock thereon, a lock for holding the platform normally horizontal, means actuating the chock and lock, to hold the chock normally active and the lock normally inactive, a lever connected with said means, a device actuated by an approaching car for imparting movement to the lever, for the purpose specified, and a manually-opera tive device in connection with the lever, for actuating it.

8. In a car-tipple, the combination of a tilting platform, wheel-chocks mounted thereon, means for locking the platform normally horizontal, a sliding bar to which the checks and said locking means are connected, a spring actuating said rod to hold the checks normally active and the lock thereon inactive, a lever arranged to actuate the sliding rod when the platform is horizontal, and means for operating the lever.

9. In a car-tipple, the combination with a railway-track having a brake therein, of a rocking cradle, set in said brake and comprising rail-sections registering with the rails of the track, Wheel-chocks mounted on the cradle, a lock for holding the cradle with its rail-sections in registry with the rail-sections of the track, a spring-actuated member connected With the chock and with the lock, for the purpose specified, a lever serving to actuate said spring-actuating member, means connected with the lever for operating it by an approaching car, and an additional means connected with the lever for operating it momentarily.

In testimony whereof We have signed our names to this specification in the presence of two subscribing witnesses.

CHARLES GESKE. CHRISTIAN MILLER.

\Vitnesses:

BURTON E. BENNETT, W. T. GIBSON.

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