US2901050A - Variable tread crane carrier drive assembly - Google Patents

Description

Aug 25, 1959 L. E. TA-LBERT.

VARIABLE TREAD CRANE CARRIER DRNE ASSEMBLY 3 KSheets-Shea?. 1

1N V EN TOR.

A fraz/wi vs 4Filed Feb. l0, 1959 Aug 25, 1959 L. E. TALBERT v 2,901,050

VARIABLE TREAD CRANE CARRIER DRIVEASSEMBLY WZWMWM u @Am/5km Aug. 25, 1959 L. E. TALBRT 2,901,050

VARIABLE TREAD CRANE CARRIER DRIVE ASSEMBLY Filed Feb. l0, 1959 5 Sheets-Sheet 3 Q I N l /V/ j INVENTOR.

VARIABLE TREAD CRANE CARRIER DRIVE ASSEMBLY Lorraine E. Talbert, Mount Pleasant, Iowa Application February 10, 1959, Serial No. 792,404

6 Claims. (Cl. ISO-22) This invention relates to crane carriers, and more particularly to a carrier assembly for a mobile or selfpropelled crane.

Another object of the invention is to provide a novel and improved carrier assembly for use on mobile or selfpropelled cranes, known as truck cranes, the carrier being provided with means for adjusting its tread widths, so that the tread width thereof may be made relatively narrow for highway use, or may be widened for use at a job location.

A further object of the invention is to provide an improved crane carrier drive assembly of the variable tread width type, the assembly involving simple parts, having maximum stability, and providing increased capacity for the crane with which it is employed.

A still further object of the invention is to provide an improved crane carrier drive assembly which is inexpensive to fabricate, which is rugged in construction, which provides a considerable saving in time in preparing same for use at a job location, which is adaptable for traveling on the highway, which has high capacity and is relatively light in weight, and which is versatile in use.

Further objects and advantages of the invention will become apparent from the following description and claims, and from the accompanying drawings, in which:

Figure 1 is a top plan view of a crane carrier drive assembly constructed in accordance with the present iuvention;

Figure 2 is a vertical longitudinal cross-sectional view taken on the line 2 2 of Figure l;

Figure 3 is a transverse vertical cross-sectional view taken on the line 3-3 of Figure l;

Figure 4 is an enlarged transverse vertical cross-sectional view taken on the line 4-4 of Figure 2;

Figure 5 is a fragmentary top plan view, similar to Figure l, illustrating a modified form of crane carrier drive assembly according to the present invention; and

Figure 6 is an enlarged cross-sectional view taken on line 6 6 of Figure l, showing the detachable connection between the bell crank and the link bar of one of the wheel truck lateral adjustment mechanisms.

Referring to the drawings, and more particularly to Figures l to 4, 11 generally designates an improved crane carrier assembly according to the present invention. The assembly comprises a generally rectangular frame 12 of conventional design, comprising a pair of longitudinal side bars 13, 13 rigidly connected together by end cross bars 14 and by intermediate cross bars 15, 16 and 17,

' as shown. Additional cross bars may be employed in the frame, not shown.

The frame 12 is provided with' two sets of dual-tired wheels at its rear end portion, shown respectively at 18, 19 and 20, 21. The wheels 18 and 20 are journaled to a first longitudinal wheel truck member 22 located at the right side of the frame 12, as viewed in Figure 3. said longitudinal wheel truck member 22 being pivoted at its intermediate portion on a transverse pivot pin 23. The pivot pin 23 is mounted in a bracket member 24 nited States Patent O "ice which is provided with a longitudinal, downwardly facing groove 25 which receives the longitudinal truck member 22 and in which the truck member 22 is rotatable. The bracket member 24 is provided with the forwardly and upwardly extending, inwardly inclined arm 26 and with the rearwardly and upwardly, inwardly inclined arm 27.

The arm 26 is formed at its end with a sleeve portion 28 which is slidably engaged on a transverse shaft 29 which is mounted between a pair of outwardly extending Outrigger brackets 30, 30, rigidly secured to the side bars 13, 13 and extending downwardly and outwardly therefrom, as shown in Figure 3. The Outrigger bracket members 30 are formed at their outer ends with depending vertical lug portions 32, 32 in which the ends of the transverse shaft 29 are secured. A second transverse shaft 33 is secured between the side bars 13, 13 above the cross shaft 29 and in the same transverse vertical plane therewith.

The arm 27 is formed at its end with a sleeve portion 34 which is slidably engaged on the transverse shaft 35 rigidly secured between the longitudinal frame bars 13, 13, substantially at the same level as the transverse shaft 33, as shown in Figure 2. An additional transverse shaft 36 is secured between a pair of outwardly extending Outrigger bracket members 37', 37' similar to the outrigger bracket members 30, 30, the bracket members 37' having depending vertical end lugs, similar to the end lugs 32, in which the ends of the shaft 36 are secured. The shaft 36 is thus located below, and substantially in the same transverse vertical plane as the shaft 35, said shaft 36 being substantially at the same level as the transverse shaft 29.

The dual- tired wheels 19 and 21 are journaled in a longitudinally extending wheel truck member 37 which is pivoted at its intermediate portion on a transverse pivot shaft 38 which is mounted in the intermediate portion of a longitudinally extending bracket member 39. The bracket member 39 is provided with the forwardly and upwardly extending inwardly inclined arm 40 and the rearwardly and upwardly extending, inwardly inclined arm 41. The arm 40 is provided at its forward end with a sleeve portion 42 which is slidably engaged on the transverse shaft 33, and the arm 41 is provided at its rear end with a sleeve portion 44 which is slidably engaged on the shaft 36.

As shown in Figure 3, the bracket member 39 is formed with a downwardly facing groove 39' in which the longitudinally extending wheel truck member 37 is rotatable, in the same manner as the longitudinally extending wheel truck member 22 is rotatable in the bracket member 24, previously described. Thus, the respective wheel truck members 2 2 and 37 are freely rotatable, independently of each other, on the respective pivot shafts 23 and 38, allowing the wheels 18, 20 and 19, 21 to adjust themselves independently of each other to irregularities of terrain over which the crane carrier travels. The wheel truck members 22 and 37 are also independently adjustable so that when the frame 12 is in a stationary condition, for example, in a job location, the respective pairs of wheels 18, 20 and 19, 21 will adjust themselves to irregularities in the terrain and will distribute the loads on the wheels in a uniform manner.

As will be readily apparent from Figure l, the respective bracket members 24 and 39, and the wheel truck members associated therewith are laterally adjustable on the transverse shaft 33, 29, and 35, 36. rl`hus, the dualtired wheels may be adjusted to inwardly moved positions, for example, as shown, at the right side of frame 1-2 in Figure l, so that the tread widths of the carrier will be within the legal limits required for highway travel. However, the wheels may be adjusted laterally to their outermost positions, for example, as shown at the left side of the frame 12 in Figure 1, to provide maximum thread widths, and high stability when the carrier is at a job lo,- cation.

Any suitable means may be provided for adjusting the bracket members and wheel trucks laterally when desired. Thus, as shown in Figure l, respective bell cranks 45 and 46 may be pivoted to the cross bar 15 at 47 and 48. The long arm of the bell crank 45 is detachably connected to a link bar 49, which is in turn pivotally connected to a collar member 50 engaged on the end of the pivot shaft v23 and rigidly connected by arms 51, 51 to the wheel truck member 22. As shown in Figure 6, bell crank 45 may be connected to link bar 49 by a pivot bolt 45 provided at its top end with a detachable nut 49. The bell crank 46 is detachably connected to a link bar 57 in the same manner. A jack screw 53 has one end thereof rotatably connected there to a sleeve member 54 which is pivotally connected to the short arm of the bell crank 45, as shown in Figure l. The jack screw 53 is threadedly engaged through a cooperating nut member 55 rigidly secured to the transverse cross member 14, the end of the jack screw 53 projecting rearwardly and being formed with a noncircular head 56 engageable by a suitable wrench. Similarly, the long arm of the bell crank 46 is detachably connected to link bar 57 which in turn is pivotally connected to a collar member 58 engaged on the end of the pivot shaft 38, the collar member 58 being rigidly connected by arms 59, 59 to the truck member 37. The short arm of the bell crank 46 is pivotally connected to a sleeve member 60 in which is rotatably secured the ends of a jack screw 61 which is threadedly engaged through a nut member 62 secured to the rear cross bar 14. The end of the screw 61 is formed with a noncircular head portion 63 engageable by a suitable wrench for rotating the jack screw.

The pivot shafts 23 and 38 are rigidly secured in any suitable manner to the bracket members 24 and 39, whereby the respective truck members 22 and 37 are freely rotatable on the pivot shaft relative to their associated bracket members 24 and 39.

The lateral adjustment of the wheels 18, 2) and 19, 21 is performed by first attaching bell cranks 45 and 46 to link bars 49 and 57 and then rotating their respective jack screws 53 and 61, whereby the respective bell cranks 45 and 46 actuate the wheel supporting assemblies to move them inwardly or outwardly, depending upon the direction of rotation of the jack screws 53 and 61.

In the modification shown in Figure 5, lateral adjustment of the wheels 18, 20 and 19, 21 is accomplished by means of respective fluid pressure cylinders 70, 71 secured transversely to the main frame, for example, to an auxiliary longitudinal center bar member 72 secured in the frame, the cylinder 70 being provided with a piston 73 having a piston rod 74 which is detachably connected to the collar member 58. The cylinder 71 is provided with a piston 75 having a piston rod 76 which is detachably connected to the collar member 50. The cylinders 70 and 71 are connected through suitable valves to a source of fluid pressure, so that when fluid pressure is applied to move the pistons 73, 75 outwardly, namely, to extend the respective piston rods 74 and 76, the wheels will be adjusted outwardly. Conversely, when fluid pressure is applied to move the pistons 73, 75 inwardly, namely, to retract the piston rods, the wheels will be adjusted inwardly.

Each dual- tired wheel 19, 21, 18 and 20 is mounted on an axle S journaled in its associated wheel truck, in the manner illustrated in Figure 4, wherein the dual wheel assembly 19 is shown and illustrates the structure employed for the other wheels. The wheels include brake drums 81 which cooperate with brake shoes 82 in a conventional manner, the brake shoes forming part of a conventional brake assembly provided for each wheel and 4 carried by the associated wheel truck, for example, the truck 37 in Figure 4.

Each axle has secured thereon a Worm gear 83 which is located within the associated wheel truck member, for example, the truck member 37 in Figure 4, the worm gears of each truck member being engaged by a common worm 84 Which is journaled longitudinally in the associated truck member and which is connected to a conventional longitudinally extensible transmission shaft 85 through a universal joint 86.

As shown in Figure 1, the worm members 84 project from the forward ends of the respective truck members and are connected at said forward ends to the transmission shafts 85 by universal joints 86. The ends of the transmission shafts 85 are connected by universal joints 87 to respective drive shafts of a transversely extending gear unit 88 mounted on the frame 12 and operated by a power shaft 89 which is suitably connected to a source of power, for example, to a power take-off shaft of the crane prime mover. Thus, the input shaft 89 delivers torque simultaneously rotating the respective worms 84 and simultaneously driving all of the wheels 18, 20, 19 and 21.

From the above description, it will be readily apparent that the assembly thus described is self-propelled and may be readily adapted for roadway travel by adjusting its wheels to their inwardly arranged positions, for example, the positions of the wheels 18, 20 at the right side of the frame in Figure 1. The carrier is also mobile and self-propelled when the wheels are adjusted to their outermost positions, for example, the position of wheels 19, 21, shown at the left side of the frame 12 in Figure l, since torque may still be transmitted through the transmission shaft 85 in said outermost positions of the wheels.

The above description has been limited to the rear wheels of a crane carrier drive assembly. Obviously, the frame 12 may be supported at its forward portion by a similar drive assembly, or by any other suitable wheeled supporting assembly.

While a specific embodiment of an improved crane carrier drive assembly has been disclosed in the foregoing description, it will be understood that various modifications within the spirit of the invention may occur to those skilled in the art. Therefore, it is intended that no limitations be placed on the invention except as defined by the scope of the appended claims.

This application is a continuation-in-part application of application Serial No. 617,726, filed October 23, 1956, now abandoned.

What is claimed is:

l. In a crane carrier drive assembly, a main frame comprising a pair of longitudinal side bars and cross bars rigidly connecting said side bars, two pairs of vertically spaced transverse shafts secured between said side bars, one pair being spaced longitudinally from the other pair, a first pivot shaft at one side of the main frame, a longitudinal wheel truck pivoted to said pivot shaft, a supporting bracket secured to said pivot shaft, respective oppositely extending arms on said bracket slidably counected to the upper transverse shaft of one of said pairs and the lower transverse shaft of the other of said pairs, a second transverse pivot shaft at the other side of said main frame, a second longitudinal wheel truck pivoted on said second pivot shaft, a second supporting bracket secured to said second pivot shaft, oppositely extending arms on said second bracket slidably connected to the lower transverse shaft of said one pair and the upper transverse shaft of said other pair, and means for adjusting said wheel trucks and brackets laterally on said transverse shafts.

2. In a crane carrier drive assembly, a main frame comprising a pair of longitudinal side bars and cross members rigidly connecting said side bars, two pairs of vertically spaced transverse shafts secured between said side bars, one pair being spaced longitudinally from the other pair, a first transverse pivot shaft at one side of the main frame, a longitudinal wheel truck pivoted to said pivot shaft, a supporting bracket secured to said pivot shaft, respective oppositely extending arms on said bracket slidably connected to the upper transverse shaft of one of said pairs and the lower transverse shaft of the other of said pairs, a second transverse pivot shaft at the other side of said main frame, a second longitudinal wheel truck pivoted on said second pivot shaft, a second supporting `bracket secured to said second pivot shaft, respective oppositely extending arms on said second bracket slidably connected to the lower transverse shaft of said one pair and the upper transverse shaft of said other pair, means for adjusting said wheel trucks and brackets laterally on said transverse shafts, respective transverse axles journaled on said wheel trucks, and common drive means drivingly coupled to said transverse axles.

3. In a crane carrier drive assembly, a main frame comprising a pair of longitudinal side bars and cross bars rigidly connecting said side bars, two pairs of vertically spaced transverse shafts secured between said side bars, one pair being spaced longitudinally from the other pair, a supporting bracket at one side of the main frame, a longitudinal wheel truck pivoted to said supporting bracket, respective oppositely extending arms on said bracket slidably connected to the upper transverse shaft of one of said pairs and the lower transverse shaft of the other of said pairs, a second supporting bracket at the other side of the main frame, a second longitudinal wheel truck pivoted to said second supporting bracket, respective oppositely extending arms on said second bracket slidably connected to the lower transverse shaft of said one pair andthe upper transverse shaft of said other pair, and means for adjusting said wheel trucks and brackets laterally on said transverse shafts.

4. In a crane carrier drive assembly, a main frame comprising a pair of longitudinal side bars and cross members rigidly connecting said side bars, two pairs of vertically spaced transverse shafts secured between said side bars, one pair being spaced longitudinally from the other pair, a rst transverse pivot shaft at one side of the main frame, a longitudinal wheel truck pivoted on said pivot shaft, a supporting bracket secured to said pivot shaft, respective oppositely extending arms on said bracket slidably connected to the upper transverse shaft of one of said pairs and the lower transverse shaft of the other of said pairs, a second transverse pivot shaft at the other side of said main frame, a second longitudinal wheel truck pivoted on said second pivot shaft, a second supporting bracket secured on said second pivot shaft, respective oppositely extending arms on said second bracket slidably connected to the lower transverse shaft of said one pair and the upper transverse shaft of said other pair, respective link bars pivoted to said main frame, means detachably connecting the respective link bars to the wheel trucks, and respective jack shafts threadedly engaged with the main frame and drivingly coupled to said link bars, said link bars serving to shift the wheel trucks and brackets laterally.

5. In a crane carrier drive assembly, a main frame comprising `a pair of longitudinal side bars and cross members rigidly connecting said side bars, two pairs of vertically spaced transverse shafts secured between side bars, one pair being spaced longitudinally from the other pair, a rst transverse pivot shaft at one side of the main frame, a longitudinal wheel truck pivoted on said pivot shaft, a supporting bracket secured to said pivot shaft, respective oppositely extending arms on said bracket slidably connected to the upper transverse shaft of one of said pairs and the lower transverse shaft of the other of said pairs, a second transverse pivot shaft at the other side of said main frame, a second longitudinal wheel truck pivoted on said second pivot shaft, a second supporting bracket secured on said second pivot shaft, respective oppositely extending arms on said second bracket slidably connected to the lower transverse shaft of said one pair and the upper transverse shaft of said other pair, respective transverse uid pressure cylinders moun-ted on said main frame between the wheel trucks, pistons in said cylinders, and means drivingly connecting said pistons to the brackets for adjusting said wheel trucks laterally on said transverse shafts.

6. In a crane carrier drive assembly, a main frame comprising a pair of longitudinal side bars and cross members rigidly connecting said side bars, two pairs of vertically spaced transverse shafts secured between said side bars, one pair being spaced longitudinally from the other pair, a rst supporting bracket located at one side of the main frame, a first longitudinal wheel truck piv oted to said supporting bracket, respective oppositely extending arms on said bracket slidably connected to the upper transverse shaft of one of said pairs and the lower transverse shaft of the other of said pairs, a second supporting bracket at the other side of said main frame, a second longitudinal wheel truck pivoted to said second supporting bracket, respective oppositely extending arms on said second bracket slidably connected to the lower transverse shaft of said one pair and the upper transverse shaft of said other pair, means for adjusting said wheel trucks and brackets laterally on said transverse shafts, respective transverse axles journaled on said wheel trucks, and common drive means drivingly coupled to said transverse axles.

No references cited.

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