An Improved
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Three -way Tipping Unit
Simplicity and Convenience are Features of the Modified Gibson Attachment
SINCE it was first described in the issue of T Ite Commercial Motor dated May 13th, 1930, several important detail alterations have been made to the Gibson three-way tipping gear, which is a product of J. Brockhouse and Co., Ltd., West Bromwich, Staffs.
When in its normal position the body is carried on four ball-and-socket joints, each of which is pinned to keep the two Parts together. This retaining pin, it should be noted, passes through a slot in the ball member, so shaped that it does not interfere with the action of tipping. It should also be understood that the pin does not carry any part of the load, this being the function of the spherical surfaces.
For the process of tipping the first step is to remove two of the four pins. If tipping to the left, the right-hand pins should be removed, and vice versa, whilst the front pins must be removed for end-tipping. Next, a detachable handle is attached to each end of a cross-shaft, which carries a worm at its mid-point. To the worm wheel is fixed B26 a short longitudinal shaft carrying a second worm engaging with a sector, which operates a pair of stout arms.
To the outer end of this double arm a yoke is attached, the upper end of which is connected to the body by means of a spherical joint similar to those already described. This is a considerable improvement over the two-pin universal joint previously used. In order to prevent twisting of the yoke or levers, when side-tipping, the second stage of the double-reduction gearing is so mounted that it can swing to each side and thus align itself automatically.
Probably one of the most valuable features of the Gibson three-way tipping gear is that it is built and delivered as a unit, which can be attached with a Minimum of skill and labour to Ford, Morris-Commercial, Chevrolet and similar chassis. After removing the unit from its packing case it can be placed in position on the chassis ; four holes are then marked and drilled, four simple bolts are placed in them and two 11-bolts are attached at the rear. The next step is to put the body into position and to mark the place at which the spherical joints are to be attached.
With the gear ratios standardized one man can comfortably tip a 30-cwt. load, and, although the mechanism will stand an appreciably greater burden, anything heavier would probably require more than one man to tip it.
The body, by the way, can be fitted quite close up to the cab, thus saving space; on the demonstration model there is a gap of about 1 in, between the body and the rearmost point of the cab. Similarly, the loading level is not raised unduly, the actual differeace due. to the tipping gear being about 4 ins. This unit, which is well built, appears to be good value at its retail price of £15. 15s.