A Simple Three-way Tipping Gear.
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THE tipping wagon is one of the most useful vehicles on the market for certain classes of work, and is much used by contractors, road engineers, municipal authorities and others who have to deal with bulky loads which lend themselves to being dealt with ire this manner.
To meet all requirements, the threeway gear is most suitable, but often such gears are either unduly expensive or complicated, even when designed for
comparatively light vehicles. Crest interest, therefore, attaches to the threeway tipping gear which has been dosigned by the Spenborough Engineering Co., Ltd., of Valley Works, lieckmondwike. Yorks, for use on 25-30-cwt. vehicles.
This gear is the product of long and careful tests, and has been designed as a result of the extensive experience gained in the design and manufacture of hand-screw tipping gears of the ordinary type and three-way tipping gears of 4-5-ton capacity.
The new gear is similar to that which is being operated under patent No. 237,811, and is a single-screw model. This screw passes through a nut which is supported on a ball-thrust race mounted on a trunnion bracket and with bevel teeth Cut on its periphery. This nut-wheel, as it is termed, is -rotated by a crown wheel, and as its trunnion is co-axial with that of the crown wheel it can more round the crown wheel whilst remaining in mesh with it.
The whole of ' the gear is mounted in a cross-frame carried by two swivel brackets, so
that the gear can swing sideways while the body is being tipped to the rear. The crown wheel is rotated by a second bevel pinion carried in its rocking frame and secured at the end of a shaft connected to a chain wheel, this chain wheel, in turn, being driven from a small sprocket mounted on a cross-bar carried in bearings on the chassis frame, thus affording a simple chain-reduction gear, which can be conveniently placed so as not to foul the road wheels.
The gear itself is extremely simple. It has a mimimum of parts, but, at the same time, is of ample strength. The bracket on the body is formed as a socket for a ball at the top of the square-threaded screw.
The gear can easily be secured to the chassis frame and does not necessitate the body being built high above the road wheels, only the normal loading clearance being necessary.
The gear is supplied complete ready for fitting to the chassis and includes two channels suitably bent and four swivel bnackets, so that the bodybuilder has but little trouble in securing the gear, although the makers can also supply bodywork suitably constructed for such vehicles, this being carefully designed to avoid liability to distortion.