US3253717A - Stiff leg outrigger for fire trucks and the like - Google Patents

Description

May 31, 1966 A. KRYNYTZKY' STIFF LEG OUTRIGGER FOR FIRE TRUCKS AND THE LIKE 3 Sheets-Sheet 1 Filed April 2'7, 1964 I NVENT;)R

mags 5 May 31, 1966 A. KRYNYTZKY STIFF LEG OUTRIGGER FOR FIRE TRUCKS AND THE LIKE s Sheets-Sheet 2 Filed April 2'7, 1964 :6 INVENTOR.

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STIFF LEG OUTRIGGER FOR FIRE TRUCKS AND THE LIKE 3 Sheets-Sheet 5 Filed April 27, 1964 United States Patent 3,253,717 STIFF LEG OUTRIGGER FOR FIRE TRUCKS AND THE LIKE Alexander Krynytzky, Ebenezer, N.Y., assignor to Steriing Precision Corporation, Elmira, N.Y., a corporation of Delaware Fiied Apr. 27, 1964, Ser. No. 362,708 1 Claim. (Cl. 212-145) This invention relates to a stiff leg outrigger for the chassis of a fire truck or the like and more particularly to such an outrigger for vehicles which in service are top heavy and subject to off-center loading such as a fire truck having a two-arm boom carrying a platform and a large nozzle which can be moved far outboard from the truck to the most advantageous position for directing one or more heavy streams of water on the fire and for observing the conditions and directing the firefighting.

One of the principal objects of the present invention is to provide such a stiff leg outrigger which is extensible from, and contractible into the body confines of the truck and which when extended has long stiif legs projecting at a favorable angle from the chassis onto the ground and which when contracted is extremely compact, high from the highway and can be wholly contained within the confines of the body of the truck so as to be free from danger of accidental injury in going to and from the fire.

Another object is to provide such a stiff leg outrigger which when extended is strong and adequate to support the chassis firmly and positively from the ground notwithstanding swinging of a heavy boom or the like carried by the truck from one side to the other and far outboard from the chassis.

Another aim is to provide such a stiff leg outrigger which adapts itself to irregularities in the terrain.

Another aim is to provide such a stiff leg outrigger in which each stiff leg outrigger strut swings outwardly to eflfect engagement of mechanical stops which serve to take the strain of stabilizing the chassis and relieve this strain from hydraulic cylinders used to swing the strut or stiff leg out from the chassis.

Another object is to provide such a stiff leg outrigger which is simple in construction and reliable in operation and will stand up under conditions of severe and constant use without getting out of order or requiring repairs and servicing.

Other objects and advantages of the invention will be apparent from the iiollowing description and drawings in which:

FIG. 1 is a side elevational view of the rear end of a fire truck shown in phantom or dot-dash lines as carrying a turntable on which a platform carrying doublearm boom is mounted, and showing, in full lines, a stifi leg outrigger embodying the present invention.

FIG. 2 is a top plan view thereof.

FIG. 3 is a vertical section taken transversely of the fire truck chassis generally on line 33, FIG. 2 and showing one side of the stiif leg outrigger extended and operative, and the opposite side contracted into the confines of the truck body and inoperative.

FIG. 4 is a vertical section taken lengthwise of the fire truck generally on line 44, FIG. 2 and showing the stifi leg outrigger in its contracted or inoperative condition.

boom carried by a turntable on the vehicle chassis and carrying a platform on which one or more firemen can be brought to the best location to perform a rescue op as mounted on the chassis 10 of the fire truck, this chassis being also shown in phantom as supported by rear Wheels 11 and as having main longitudinal side beams 12 on which the structure, indicated generally at 13, forming the stabilizer of the present invention is mounted, this structure being shown in full lines. ture 13, as again illustrated in phantom or dot-dash lines, is carried the turntable 14 of the double-arm boom structure which is preferably of the form described in detail in the copending application of Alexander Krynytzky et al. for Vehicle Carried Booms, Serial No. 333,096, filed December 24, 1963. In general, this double-beam boom strucm're is shown herein as comprising a bottom arm 15 and a top arm 16 pivotally connected together at corresponding ends (not shown), the bottom arm 15 having its opposite end pivotal-1y mounted on the turntable 14 and the top arm 16 carrying a platform 19 which carries one or more of the firemen as well as one or more large water nozzles 20 and which platform 19 is maintained in a level position in all positions of the arms 15, 16. The turntable 14 can be turned and the arms individually elevated under control of a controller 21 on the platform 19, the lifting means for the bottom arm 15 being shown as being a telescopic hydraulic lift 22 including a cylinder 23 pivotally connected at one end (not shown) to the turntable 14 and containing a piston at the end of a piston rod 24 which protrudes from the other end of the cylinder 23 and is pivotally connected to the underside of the bottom arm 15.

The stabilizing structure 13 of the present invention includes a frame structure comprising horizontal top plate 30 having a central opening 31 through which Water is supplied to the nozzle 20. This horizontal top plate 30 is shown as supported on the main longitudinal side beams 12 of the chassis by two pairs of cross channel beams 32 which extend transversely of these side beams 12 and have their lower flanges 33 secured to and supported on these main longitudinal chassis side beams 12 and their upper flanges 34 secured to the underside and supporting the top plate 30, the webs of these cross channel beams being indicated at 35. The cross channel beams 32 of each pair are arranged in spaced relation to each other, the space or chamber therebetween being indicated at 36, and one pair of these cross channel beams supports the front part of the top plate 34) and the other pair supports the rear part of this top plate. These channels are rigidly connected together by a number of structural members extending fore-and-aft of the chassis and which are illustrated as follows:

The numeral 38 represents one of a pair of horizontally spaced, parallel, flat, vertical plates arranged between and under the cross channel beams 32 and extending lengthwise of the chassis and along and in contact with outer vertical faces of the main longitudinal side beams'12 of the chassis as best shown in FIGS. 2 and 3. Each of these flat vertical plates 38 is of inverted T-shape in side elevation, the bottom cross bar 39 of each plate extending under the bottom flanges 33 of the two pairs of cross channel beams 32 and the upstanding vertical part 40 of each plate 38 being secured at its upper edge, as by welding, to the under side of the top plate 30.

The inside cross channel beams 32 of each pair are also connected by a pair of inverted T-bars 41 which extend lengthwise of the chassis and have their ends in abutting relation and secured, as by welding, to the Webs On this strucchannel beams 32, the top plate 39 is cut away.

of these inside cross channel beams. The cross channel beams 32 are also connected by a pair of inverted channel bars 43 which extend lengthwise of the chassis and are secured, as by welding, to the undersides of the bottom flanges 33 of these channels. These channel bars 43 are spaced an equal distance from the outer ends of the cross channel beams 32 to form stop shoulders limiting the inward and outward swinging movement of the extensible stiff legs or struts as hereinafter described.

In line with the outer vertical sides of these channel bars 43 and the opposing faces of each pair of cross As indicated at 44, to provide a rectangular recess at each corner of the top plate 39 extending inwardly from the edge thereof which is parallel with the line of movement of the chassis. A pair of rectangular vertical plates 45 are secured, as by welding, to the opposing vertical faces of the webs 3-5 at each end of each pair of cross channel beams 32 and project upwardly therefrom above the horizontal top plate 30. The portions of each pair of these vertical plates 45 projecting upwardly from the horizontal top plate 36 supports the opposite ends of a horizontal pivot pin 46, each of these plates 45 being externally reinforced by brackets 48 through which the pivot pins 46 also extend. The pivot pins 46 can be retained by cotter pins 49 and washers 56.

Each pivot pin 46 carries a bearing bushing shown as having enlarged end hubs to the end faces of which are welded the opposing faces of the vertical side walls of an outside open-ended telescopic tube 58 which is rectangular in cross section and through which side wall the corresponding pivot pin 46 extends. A washer 59 at each end of each pivot pin 46 is interposed between each of these side walls and the vertical plates 45 and a vertical plate 60 is welded to the exterior of each of these side walls. An important feature of the invention resides in the extension of each of these plates 60 transversely inwardly from the upper end of its outside tube 58 and its being formed with a stop shoulder or hook 61 which engages the corresponding channel bar 43 of the frame structure to limit the outward swinging movement of its outside tube 58. Each of those stop shoulders or hooks 61 is preferably reinforced by a side plate 62 and a metal angle piece or foot 63 which is the engaging or wear part of this hook. Each pair of these vertical plates 60 is also cross connected by a bracing plate 64.

The outboard ends of the pairs of outside telescopic tubes 58 at each side of the chassis can be connected together by a channel 65 suitably secured thereto and on opposite sides of each of these channels each outside telescopic tube 58 can be strengthened by an external band 66.

Slidingly mounted for telescopic movement within each outside telescopic tube 58 is an inside telescopic tube 68 which is also of rectangular form in cross section.

The outer end 69 of each inside telescopic tube 68 is preferably of outwardly diminishing tapered or Wedgeshaped form and carries a horizontal pivot pin 70 which extends lengthwise of the line of travel of the chassis and is shown as having its opposite ends mounted in blocks 71 secured to the inner faces of the vertical side Walls of the inside telescopic tube 68, as by welding.

On the outer ends of each pin 70 is journalled a pair of ea-rs 73 fixed to the top face of a swinging foot plate 74. On the center of each pin 70 is journalled a bearing 75 mounted on the outer end of a piston rod 76 actuated by a piston 78 in a hydraulic cylinder 79 from one end head of which the piston rod 76 is projected and retracted. To the other end of this cylinder is fixed the corresponding bearing 55.

Each pair of these telescopic inside and outside tubes 58 and 68 are projected horizontally away from the retracted toward the chassis 10 by a telescopic hydraulic lift or jack indicated generally at 80. Each of these jacks comprises a hydraulic cylinder 81 having one end pivoted,

as indicated at 82, to a cross channel bar 83 bridging the space 36 between the companion pair of cross channel beams 32 and fixed thereto. This cylinder 81 contains a piston 84 at the end of a piston rod 85, the outboard end of which is pivoted, as indicated at 86, to a bracket 88 fixed to the side wall of the outside telescopic tube 58 which faces toward the center of the chassis 10.

Operation It will be assumed that the stiff le-g outrigger forming the subject of the present invention is in its inoperative condition in which the inside and outside telescopic tubes 68 and 58 of the four extensible stiff legs are in their fully telescoped or contracted condition, and in which these telescopically contracted stiff legs have been swung to a vertical position so as to be housed within the outer ends of the cross channel beams 32. In this condition the telescopically contracted stiff legs are within the confines of the body 9 and hence do not protrude to interfere with driving the truck to the fire.

When the truck reaches the fire and has been properly I positioned for the advantageous use of its two arm booms 15, 16, the operator supplies fluid under pressure to the inner ends of the cylinders 81. This projects the four piston rods 85 thereby to swing the four telescopically contractedstiff legs outwardly around their pivot pins 46 to an outwardly projecting angular position, say 45, as illustrated at the right of FIGS. 2 and 3. This angularity is determined by the engagement of the several angle pieces or feet 63 on the hooks or stop shoulders 61 of the vertical plates 60 welded to the sides of each outside telescopic tube 58.

Following this the operator supplies fluid under pressure to the inboard ends of the four cylinders 79 thereby to project the piston rod 76 of each of these cylinders. Since the inboard end of each cylinder 79 is connected to the pivot pin 46 and the outboard end of each piston rod 76 connected to a cross pin 70 at the outboard end of the inside telescopic tube 68, this serves to extend the inside telescopic tube 68 of each stiff leg out fro-m its telescopic outside tube 58 and thereby project the outer end 69 of the inside tube 68 toward the ground. This outer end 69 carries the foot 74 which is also pivoted on the pin 70 and when this foot encounters the ground it is brought int-o firm supporting engagement therewith and the system hydraulically locked so that the chassis 10 has four stiff legs projecting a substantial distance from opposite sides thereof and in firm supporting engagement with the ground. It will be seen that through this hydraulic extension of any of the several stiff legs 58, 68, one can be longer than the others as may be required due to irregularities in the terrain.

The operator then raises the double arm boom 15, 16 I and turn-s its turntable 14 so as to bring the platform 19 into most favorable position for the particular firefighting involved. Such position may involve the double arm boom 15, 16 extending transversely of the chassis 10 land under these circumstances the chassis 10 is supported against overturning, because of the oif-center weight of the double arm boom, by the stiff legs 58, 68 so projected.

It Will particularly be noted that in this operative position of the stiff legs 58, 68, the hydraulic jacks are relieved of strain by the engagement of the stops 63 with the top and inner vertical side faces of the frame angle bars 43. These stops not only limit the outward swinging movement of the stiff legs 58, 68 to obtain the After use, the double arm boom 15, 16 is again renested on the chassis hydraulic pressure is admitted into the outer ends of the cylinders 79 to withdraw the piston rods 76 and hence to telescope the inside tubes 68, of the still legs into the outside tubes 58 thereof, and when this telescopic contraction of the stiff legs has been completed fluid under pressure is introduced into the outboard ends of the cylinders 81 so as to retract the piston rods 85 and thereby swing the contracted telescopic stilt legs 58, 68 to the vertical inoperative position initially assumed.

It will be noted that by the combination of axial extension and outward swinging of the telescopic stiff legs 58, 68, a very wide outrigger spread is achieved and which can be accomplished without appreciably increasing the width or height of the vehicle. Also when the stiff legs 58, 68 are extended the angles 63 on the hooks 61 come into contact with the frame channels 43 to serve two functions. This limits the travel of each stifi leg outrigger 58, 68 in swinging about its pin 46, and also removes all strain from the hydraulic jacks 81 when the outrigger is in operation because due to the hooking or stop action of the plates 60 the force is taken by these plates thus relieving the strain from the hydraulic jacks 89. Also in their vertical position designated heretofore as inoperative the jacks 76, 78, 79 can be used as road jacks to lift up the rear end of the chassis 10 for tire repairs and the like.

I claim:

A stiff leg outrigger for the chassis of a fire truck or the like, comprising a longitudinally extensible leg,

means pivotally connecting the inboard end of said leg to a side of said chassis to swing about a generally horizontal axis generally parallel with said side of said chassis and arranged a distance above the ground greater than the contracted length of said leg, means for swinging said contracted leg about said axis and moving said leg to and from an upright dependent position close to said chassis to and from an outboard position in which it projects outwardly and downwardly away from said side of said chassis toward the ground, means for extending and retracting said extensible le-g longitudinally to bring the outboard end of said projected leg into and out of engagement with the ground, and a stop is fixed to said chassis in the path of a stop fixed to said inboard end of said leg to limit the outward swinging movement of the contracted leg and to relieve said means for swinging said contracted leg from strain when said leg is projected into engagement with the ground.

References Cited by the Examiner UNITED STATES PATENTS 2,365,169 12/1944 Billings 212-445 2,709,859 6/1955 Pilch 212- X 3,073,458 1/1963 Wieschel 212-145 3,175,698 3/1965 Dassler 212-145 HUGO O. SCHULZ, Primary Examiner. SAMUEL F. COLEMAN, Examiner.

A. L. LEVINE, Assistant Examiner.

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