Crane counterweight and suspension

Abstract

Disclosed is a mobile articulated crane having a boom for carrying a load when the crane is stationary and while the crane is mobile. The boom has an end for engaging with a load and an opposed end. The crane further comprises a counterweight attached to the boom at or close to the opposed end of the boom. A rear body of the crane can comprise first and second rear axles, each for supporting the rear body on the ground. The first rear axle can be arranged to be displaced relative to the second rear axle such that wheels of the first rear axle selectively engage or disengage with the ground.

Claims

1. A pick and carry crane, the crane comprising: a front body that defines a front part of the crane, the front body pivotally connected via a pivot arrangement to a rear body of the crane; the front body comprising a front axle for supporting the front body on the ground; the rear body comprising first and second rear axles, each for supporting the rear body on the ground, each of the first and second rear axles supporting at least a pair of opposing wheels; wherein the first rear axle is arranged to be displaced relative to the second rear axle such that wheels of the first rear axle selectively engage or disengage with the ground; wherein the crane is adapted to operate in a travel mode in which the wheels of the first rear axle selectively engage the ground, and a crane mode in which the wheels of the first rear axle selectively disengage the ground; and wherein the crane is adapted to change from the crane mode to the travel mode at a predetermined ground speed of the crane.

2. A pick and carry crane as claimed in claim 1, wherein the first rear axle is arranged closer to a rear of the rear body than the second rear axle.

3. A pick and carry crane as claimed in claim 1, wherein each of the first and second rear axles comprises a respective suspension system, and wherein the suspension system for the first rear axle is arranged to displace the first rear axle to cause its wheels to selectively engage or disengage with the ground.

4. A pick and carry crane as claimed in claim 1, further comprising a respective suspension system for the front axle, wherein the front axle suspension system is arranged to allow for a frame of the front body to rest on and transfer load directly to the front axle during a crane mode.

5. A pick and carry crane as claimed in claim 1, wherein the crane is configured to have a maximum rated capacity of at least 35 tonnes.

6. A pick and carry crane as claimed in claim 1, wherein the crane is configured to have a maximum rated capacity of at least 40 tonnes.

7. A pick and carry crane as claimed in claim 1, wherein the front body is pivotally connected to the rear body to define the crane as an articulated pick and carry crane, and wherein wheels for the crane each comprise rubber tyres.

8. A pick and carry crane, the crane comprising: a front body that defines a front part of the crane, the front body pivotally connected via a pivot arrangement to a rear body of the crane; the front body comprising a front axle for supporting the front body on the ground; the rear body comprising first and second rear axles, each for supporting the rear body on the ground, each of the first and second rear axles supporting at least a pair of opposing wheels; and steering for at least one set of rear wheels; wherein the first rear axle is arranged to be displaced relative to the second rear axle such that wheels of the first rear axle selectively engage or disengage with the ground.

9. The pick and carry crane according to claim 8 wherein the steering is for a rearmost set of wheels.

10. A method of operating a pick and carry crane having a front body that defines a front part of the crane, the front body pivotally connected via a pivot arrangement to a rear body of the crane, the rear body comprising first and second rear axles, each for supporting the rear body on the ground, each of the first and second rear axles supporting at least a pair of opposing wheels, the method comprising: displacing the first rear axle relative to the second rear axle to engage or disengage wheels of the first rear axle with the ground, wherein the wheels of the first rear axle are engaged with the ground when the crane is operated in a travel mode, and the wheels of the first rear axle are disengaged with the ground when the crane is operated in a crane mode; and changing from the crane mode to the travel mode at a predetermined ground speed of the crane.

11. A pick and carry crane comprising a front body that defines a front part of the crane, the front body pivotally connected via a pivot arrangement to a rear body of the crane, the rear body comprising first and second rear axles, each for supporting the rear body on the ground, each of the first and second rear axles supporting at least a pair of opposing wheels, wherein the first rear axle of the pick and carry crane is operated using the method as claimed in claim 10.

12. A method as claimed in claim 10, wherein an effective wheelbase of the crane is altered when the wheels of the first rear axle selectively engage or disengage with the ground.

13. A pick and carry crane, the crane comprising: a front body that defines a front part of the crane, the front body pivotally connected via a pivot arrangement to a rear body of the crane; the front body comprising a front axle for supporting the front body on the ground; the rear body comprising first and second rear axles, each for supporting the rear body on the ground, each of the first and second rear axles supporting at least a pair of opposing wheels; wherein the first rear axle is arranged to be displaced relative to the second rear axle such that wheels of the first rear axle selectively engage or disengage with the ground; and wherein an effective wheelbase of the crane is altered by selectively engaging or disengaging the wheels of the first rear axle with the ground.

14. A pick and carry crane, the crane comprising: a front body that defines a front part of the crane, the front body pivotally connected via a pivot arrangement to a rear body of the crane; the front body comprising a front axle for supporting the front body on the ground; the rear body comprising first and second rear axles, each for supporting the rear body on the ground; wherein the first rear axle is arranged to be displaced relative to the second rear axle such that wheels of the first rear axle selectively engage or disengage with the ground; wherein the crane is adapted to operate in a travel mode in which the wheels of the first rear axle selectively engage the ground, and a crane mode in which the wheels of the first rear axle selectively disengage the ground; and wherein the crane is adapted to change from the crane mode to the travel mode at a predetermined ground speed of the crane.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Non-limiting embodiments will now be described, by way of example only, with reference to the accompanying drawings, in which:

(2) FIG. 1 shows a perspective view of an embodiment of a pick and carry crane.

(3) FIG. 2 shows a side view of the pick and carry crane.

(4) FIG. 3 shows a plan view of the pick and carry crane.

(5) FIG. 4 shows a plan view of the pick and carry crane when pivoted (articulated).

(6) FIG. 5 shows a plan view of another pick and carry crane when pivoted (articulated).

(7) FIG. 6 shows a side view of the pick and carry crane of FIG. 1 carrying a load.

(8) FIG. 7a shows a side view of the pick and carry crane carrying a load.

(9) FIG. 7b shows a side view of the pick and carry crane tipping forward when carrying a load.

(10) FIG. 8 shows a plan view of yet another pick and carry crane when pivoted (articulated).

(11) FIG. 9 shows a further embodiment of a pick and carry crane.

DETAILED DESCRIPTION OF SPECIFIC EMBODIMENTS

(12) FIGS. 1, 2 and 3 show a pick and carry crane 10. The crane 10 has a front body 12 which is the front part of the crane 10. The front body 12 is pivotally connected via a pivot arrangement 30 (exemplified by the dashed line in FIGS. 2 and 3) to a rear body 14 of the crane 10. The pivot point 30 may be provided with moveable linkages, such as hydraulic rams, to control the pivot angle of the front body 12 to the rear body 14. Adjusting the pivot angle using the moveable linkages helps to turn the crane 10. A side tipping line 34 (see FIG. 4) is defined when the front body 12 is pivoted relative to the rear body 14.

(13) In the embodiment of the pick and carry crane 10 as depicted in the Figures, the side tipping line 34 is an imaginary longitudinal axis that extends between a point at which the inner tyres T1 of the front body contact the ground, via wheel 20, and a point at which one of the inner tyres T2 and T3 of the rear body contacts the ground, via either wheel 16 and/or 18 (i.e. depending on which tyre is engaged with the ground when the crane is in crane mode—described below). Thus, the tyres T1-T3 of the wheels 20, 16 and 18 define the points about which the crane may topple sideways.

(14) The crane 10 is provided with a first counterweight 22 mounted with respect to the crane 10. The counterweight 22 is arranged to move with respect to the side tipping line 34 so as to maintain a counteracting side tipping moment above a threshold value when the crane is lifting and/or carrying a load. The threshold value corresponds to a side tipping moment that causes the crane to topple sideways about the side tipping line 34.

(15) Attached to the rear end of the front body 12 is a boom support arm 24. The boom support 24 may be a separate structure that is mounted e.g. welded or bolted to the front body 12. In an embodiment, the boom support arm 24 forms part of the chassis of the front body 12. The boom support arm 24 pivotally supports boom 26, where the boom 26 is raised and lowered about the pivot point, represented by pin 27 (FIG. 2), using linear actuators in the form of hydraulic rams 28. The boom 26 may have a fixed length or may be telescopic. Other forms of linear actuators can be used in place of or in addition to rams 28. In FIGS. 1 to 3, the counterweight 22 is mounted to an opposite end of the boom support arm 24 so that counterweight 22 is located rearwardly of the pivot arrangement 30.

(16) The arrangement of the counterweight 22 and how it moves with respect to the side tipping line 34 is shown in FIG. 4. The side tipping line 34 extends between the tyre T1 of inside front wheel 20 and one of the tyres T2 or T3 of a respective inside rear wheel 16 and/or 18 (i.e. depending on which tyre is engaged during the crane mode—described below).

(17) When the crane 10 is driving approximately straight ahead, the counterweight 22 is positioned approximately over the centre line, represented by dashed line 31, of the rear body 14. However, when the crane 10 is articulated (i.e. pivots) about the pivot point 30 when turning, as shown in FIG. 4, the counterweight 22 rotates away from centre line 31, about pivot point 30, so as to be displaced from the tipping line 34 by distance d.sub.1. Distance d.sub.1 is calculated as a perpendicular line from the tipping line 34 to the centre of gravity of the counterweight 22, as represented by dot 37. It should be noted that the centre of gravity of counterweight 22 will differ depending on the shape and orientation of the counterweight used in crane 10, such that the CoG 37 depicted in FIG. 4 is exemplary only.

(18) The distance d.sub.1 is also dependent on the distance d.sub.r of the centre of gravity 37 of counterweight 22 to the pivot point 30. Thus, d.sub.1 generally increases as d.sub.r increases for a given angle θ. The turning angle θ formed between the front body 12 and rear body 14 also determines d.sub.1, where d.sub.1 generally increases as θ increases. The maximum turning angle θ can be dependent on the size of crane 10 and the intended use of the crane. The maximum turning angle θ may be 90, 80, 70, 60, 50, 40 or 30 degrees or less. In the crane embodiment depicted, the maximum turning angle θ is approximately 40 degrees. When fully articulated, the whole crane 10 fits within the envelope of the turning circle. This feature of the crane 10 can be particularly useful in congested spaces. In practice this means that, when the steering angle is kept constant, and if the front corner of the crane can pass an object, then the whole of the crane will clear. This can leave the operator free to concentrate on what is in front of them, and also to concentrate on what is happening with the load.

(19) In an alternative embodiment, the first counterweight 22 can be provided on a moveable framework that is mounted to the front body 12. The moveable framework can be controlled to pivot laterally, from side-to-side, on the front body 12.

(20) When crane 10 is turning when carrying a load 32, as in FIG. 4, the load 32 exerts a side tipping moment TM.sub.1 on the crane 10. The side tipping moment TM.sub.1 is determined by the mass of load 32 and the perpendicular line distance d.sub.2 that the centre of gravity of the load (as represented by dot 39) is away from the tipping line 34. In this regard, TM.sub.1=mass of load 34×distance d.sub.2 from tipping line. The side tipping moment TM.sub.1 represents the threshold value. Further, TM.sub.1 increases as θ increases since d.sub.2 increases as θ increases. Therefore, as counterweight 22 pivots away from tipping line 34 by distance d.sub.1 when the front body 12 pivots about pivot point 30, a counteracting side tipping moment, represented by CM.sub.1, is provided. Accordingly, provided that CM.sub.1≥TM.sub.1, the crane 10 should not tip about tipping line 34 and thus topple over.

(21) Since TM.sub.1 is determined by a variety of factors including load mass, boom length and angle θ, sensors such as load, angle and/or mechatronic sensors may be positioned on crane 10 to provide inputs to calculate TM.sub.1. TM.sub.1 can be calculated in real time. TM.sub.1 can be calculated using one or more on-board computers and/or computer systems. The one or more computers and or computer systems can provide operator feedback to ensure CM.sub.1≥TM.sub.1 in use of crane 10. Counteracting moment CM.sub.1 is generally only determined by angle θ because the mass of the counterweight and position of counterweight 22 relative to pivot point 30 is generally fixed.

(22) The crane 10 may use programmable computer logic (PCL) to ensure CM.sub.1≥TM.sub.1 in use of the crane 10. The PCL may be provided as software or firmware on the one or more computers and/or computer systems. The PCL may use input signals from sensors positioned on crane 10. If the PCL determines that TM.sub.1 is approaching and/or exceeding CM.sub.1, e.g. by an operator turning the crane 10 to increase θ, the PCL may instruct the operator to reduce θ. Alternatively, the PCL may reduce θ by, for example, controlling the movably linkages provided at the pivot point. In the embodiment of the pick and carry crane 10 as depicted in the Figures, the MRC of crane 10 is 40 tonnes, and the load moment of crane 10 is 66 tonne meters. These values can vary when the overall configuration of the pick and carry crane 10 is varied, and so should be seen as non-limiting.

(23) Because the width of crane 10 is generally restricted by regulations that permit the crane 10 to drive on public roads at highway speeds, the width of the crane 10 cannot be increased to provide an increased counteracting side tipping moment. A wider crane will typically provide a greater counteracting side tipping force compared to a narrower crane of the same weight. Therefore, use of counterweight 22 can help to increase the counteracting side tipping moment for pick and carry cranes whilst still allowing the crane to comply with road regulations.

(24) The rear body 14 can be provided with a second counterweight 33 that has a centre of gravity represented by dot 35. Counterweight 33 is positioned at the rear end of rear body 14. The purpose of the second counterweight 33 is to provide a counteracting front tipping moment to prevent the crane 10 from tipping forward over the front tipping point (see FIG. 7b), which is the point of ground contact at the front body 12. In the embodiment in FIG. 7a, this front tipping point takes the form of an imaginary forward tipping line 40 that extends between the ground contact points of tyres T1 of the front wheels 20 at either side of the crane.

(25) In an alternative embodiment, the second counterweight 33 can be provided by an increased weight of the rear body 14 (e.g. integrated into the rear body 14).

(26) As shown in FIGS. 4 & 5, the rear counterweight 33 has a centre of gravity 35 located close to the side tipping line 34. The counteracting side tipping moments CM.sub.2 and CM.sub.3 shown respectively in FIGS. 4 & 5 are each determined by the perpendicular line distance d.sub.3 from the tipping line 34 to the centre of gravity 35. If counterweight 22 was omitted from the crane 10, as shown in FIG. 5, the only counteracting side tipping moment would be that provided by CM.sub.3. Conversely, in FIG. 4, the counteracting side tipping moment=CM.sub.1+CM.sub.2.

(27) It should be noted that counterweight 33 is mounted on the rear body behind the rear contact point of the tyres T2, T3 of rear wheels 16 and 18. Thus, CM.sub.3 decreases as θ increases. If the second counterweight 33 was located in front of this rear contact point, i.e. closer to pivot point 30, this would decrease the counteracting forward tipping moment, which would likely decrease the overall MCR and moment load of crane 10. Hence, it is generally preferable to place second counterweight 33 further away from pivot point 30 rather than closer to it. In short, without counterweight 22, crane 10 can be more prone to toppling over the tipping line 34 as the angle θ increases, because the only counteracting side tipping moment would then be CM.sub.3. By providing counterweight 22, the pick and carry crane 10 is able to lift, carry and turn with loads far in excess of conventional pick and carry cranes. It can be seen that the counterweights 22 and 33 are positioned to work cooperatively in use of the crane.

(28) In a further alternative embodiment, the second counterweight can be mounted to a second moveable framework. The second moveable framework can be mounted with respect to the rear body 14 of the crane 10. The second counterweight is mounted to the moveable frame in such a way that the second counterweight can be located at the rearward end of the rear body of the crane or be moved laterally therefrom. In this way, the second counterweight may be able to move to provide both a counteracting forward tipping moment CM.sub.4 (FIG. 7a) and a counteracting side tipping moment CM.sub.2 (FIG. 4). The moveable frame may comprise linear actuators such as hydraulic rams that can use the second counterweight. The second counterweight may be positioned at an end of an arm that can be rotated about a pivot point located on the rear body 14.

(29) As set forth above, in FIG. 4, the total counteracting side tipping moment is a sum of the first and second counteracting side tipping moments i.e. CM.sub.1+CM.sub.2. However, because distance d.sub.1 is generally much greater than d.sub.2, the mass of counterweight 22 can be significantly less than the combined mass of the second counterweight 33 plus the rear body 14 to provide an adequate overall counteracting side tipping moment. Expressed another way, the radius to the side tipping counterweight 22 is much larger, hence the mass can be smaller and it will still have a significant benefit.

(30) The first counterweight 22 can have a mass greater than 100, 250, 500, 750 or 1000 kg. In the crane embodiment of FIG. 4, the first counterweight 22 has a mass of about 3300 kg. In the crane embodiment of FIG. 4, the mass of the second counterweight 33 is about 3000 kg. The weight of the rear body 14 is 14000 kg. Further, the centre of gravity of the rear body can be shifted rearwardly by the second counterweight 33.

(31) As mentioned above, not all pick and carry cranes need be provided with a second counterweight as depicted in FIG. 4. For example, in the crane embodiment of FIG. 8, the counteracting front tipping moment is provided only by the mass of the rear body 14. The centre of gravity 50 of the rear body in the embodiment in FIG. 8 is positioned approximately over the centre of the rear wheels. However, even when the crane is articulated by angle θ, the distance d.sub.6 is approximately similar to d.sub.3. Therefore the counteracting side tipping moment CM.sub.6 provided by the rear body 14 in FIG. 8 is approximately similar to CM.sub.2 as shown in the embodiment of FIG. 4. Accordingly, in order to provide an increase in the counteracting side tipping moment in the absence of counterweight 22, the mass of the rear body 14 is significantly increased. However, as described below, the weight of the rear body can be limited due to road regulations. Hence, the use of counterweight 22 to provide a counteracting side tipping moment can allow the crane 10 to lift and carry greater loads compared to cranes without counterweight 22 without the need to significantly increase the weight of the rear body.

(32) The centre of gravity of the rear body described herein is exemplary only. Accordingly, the actual position of the centre of gravity will be determined by the shape and orientation of the rear body and the components and mass comprising the rear body.

(33) While the embodiments shown in FIGS. 1 to 4, 6 & 7 have the first counterweight 22 fixed to the boom support arm, as set forth above the first counterweight may be moved with respect to the tipping line 34 using other means. For example, the crane may further comprise a moveable frame that is mounted to the crane for movement with respect to the side tipping line 34. The moveable frame can be mounted to the front or rear body. There may be separate moveable frames on both the front and rear bodies. The first counterweight can be attached to the moveable frame so as to provide a counteracting side tipping moment e.g. CM.sub.1. The moveable frame may comprise linear actuators such as hydraulic rams. In this way, the first counterweight may be attached to the linear actuators and may be moved laterally away from the tipping line when the front body 12 pivots about pivot point 30 to form angle θ. The moveable frame may be mounted to have a rotational or pivotal movement. When rotational/pivotal movement is used, the first counterweight may be attached at an end of an arm mounted to either the front body 12 or rear body 14. When the front body 12 pivots about pivot point 30, the arm can move laterally away from the side tipping line 34. A moveable frame that uses rotational/pivotal movement can operate in a similar manner to the crane embodiment shown in FIGS. 1 to 4. However, by having the first counterweight separate from the boom support arm 24, the crane may be more compact whilst still maintaining the same load moment capacity.

(34) In a further alternative embodiment, two first counterweights can be provided, with one counterweight being attached to boom support arm 24 as in FIGS. 1 to 4, and the other being mounted to the moveable frame. The moveable frame may have mechatronic sensors that can communicate with one or more on-board computers and/or computer systems. The one or more computers and/or computer systems may control the moveable frame so as to optimise the counteracting side tipping moment. When a moveable frame is used, the first counterweight may be considered a dynamic counterweight. If a dynamic system is used, then it may be necessary to control the movement of the counterweights such that, in one configuration at least, the entire crane fits within the turning circle at full articulation angle.

(35) The crane embodiment described in FIGS. 1-4, 6 & 7 is shown with two rear axles. Generally, by providing a crane 10 that has more than two rear axles allows the crane to lift and carry larger loads compared to a conventional two axle pick and carry crane. In the crane 10 of FIGS. 1 to 4, 6 & 7, the front body 12 has a front axle for supporting the front body on the ground via front tyres T1 of wheels 20. The rear body 14 has first and second rear axles, each for supporting the rear body on the ground, via first rear tyre T2 of wheel 16 and second rear tyre T3 of wheel 18, respectively. The first rear axle is arranged to be displaced relative to the second rear axle such that the tyre T2 of wheel 16 can be selectively engaged (FIG. 2) or disengaged (FIG. 6) with the ground 21.

(36) In a variation, the second rear axle can be arranged to be displaced relative to the first rear axle such that the tyre T3 of wheel 18 can be selectively engaged or disengaged with the ground 21.

(37) The turning circle of crane 10 is determined by the distances between the pivot point 30 and the respective wheels. The tyres of wheels 18 and 20 are always in contact with the ground 21. Therefore, when the tyre of wheel 16 is disengaged with the ground 21 (e.g. FIG. 6), the turning circle of crane 10 is determined by distance D.sub.a and the degree of articulation e.g. maximum angle θ. In an embodiment distance D.sub.a is 4750 mm. The overall length of crane 10 from the rear end of the rear body 14 to the tip of the boom 26 in a retracted state, e.g. FIG. 2, can be 11700 mm. The length from the rear end of the rear body 14 to the front end of the front body 12 can be 8430 mm. The crane 10 can have a height from the road 21 to the top of boom 26 of 3470 mm. While the term “road” has been used, the term road can include any surface on which crane 10 is driven in either crane or travel modes. For example, “road” may include asphalt, gravel, concrete and compacted dirt, and may be “off-road”.

(38) As shown in FIG. 6, the distance from the pivot point 30 to the front wheel 20 and the distance from the pivot point to wheel 18 is the same. This can help to ensure that the rear body 14 follows the front body 12 when the front body moves through a tight space when cornering e.g. through a gap just wide enough for the crane 10. However, in some embodiments, the distance from the pivot point 30 to the front wheel 20 and the distance from the pivot point to wheel 18 is not the same. When the tyre of wheel 16 is engaged with the ground 21 (as shown in FIG. 2), the wheelbase length increases to distance D.sub.b. Distance D.sub.b is calculated as the average distance both wheels 16 and 18 are spaced from pivot point i.e. the average of distance D.sub.c and D.sub.e. In an embodiment, distance D.sub.b is 5450 mm, D.sub.c is 2475 mm, D.sub.d is 2475 mm, and D.sub.e is 3875 mm.

(39) By having the wheels closest to the rear of the rear body 14, i.e. wheel 16, move between an engaged and disengaged state with road 21, the rear wheels that are closest to the pivot point 30, i.e. the tyres of wheels 18, are always in contact with the ground. Because the tyres of wheels 18 are always in contact with the ground, the wheelbase length of the crane 10 decreases when the tyres of wheels 16 are lifted off the ground. This can help to decrease the radius of turning and improve the turning circle. In some embodiments, the turning circle of crane 10 is similar to a standard pick and carry crane that only has two axles and a lower load moment capacity.

(40) Having more than two axles can help to spread the forces exerted onto the crane more evenly onto road 21. By providing more than two axles, the crane 10 is able to comply with road regulations. For example, in Australia, the maximum load that each axle can carry for special purpose vehicles is limited to 12 tonnes. Therefore, the weight of the crane is limited to 24 tonne for a two axle crane. By having three axles, the weight of the crane can be up to 36 tonne whilst still complying with road regulations. This can allow crane 10 to drive on sealed roads so as to travel between sites of operation e.g. a manufacturing floor or building site.

(41) However, at sites of operation, regulated axle load limits do not always need to be met, since the surface on which the crane 10 operates may be rated for more than 12 tonne of load per axle. For example thick concrete slabs can handle axle loads far greater than 12 tonne per axle. Since only two axles may be needed in operation, i.e. when the crane 10 is operating in crane mode, the tyres of rear wheel 16 can be lifted off the road 21 to improve the turning circle of crane 10. In this way, the crane 10 is configured to operate in a travel mode when the tyres of wheel 16 are selectively engaged with the road/ground, and a crane mode when the tyres of wheel 16 are selectively disengaged the road/ground.

(42) Because the tyres transfer the weight of the crane 10 and load 32 onto the ground, they may be rated up to 14000 kg. The weight limit of a tyre for a pick and carry crane can also be determined by the rotational speed of the tyre. Therefore, if the crane 10 operates at a speed above a level that is suitable for a particular tyre, the tyre can be damaged and can rupture. Therefore, crane 10 may be configured to change between having one axle raised and having both axles engaged with the road, once the ground speed of the crane has reached a predetermined ground speed of the crane. The predetermined ground speed may be 1, 2, 3, 4, 5, 6, 7, 8, 9 or 10+ km/h. Specifically, the predetermined ground speed may be around 5 km/h.

(43) In circumstances when the crane 10 is carrying a load and is operating in crane mode, if the ground speed of the crane increases above the predetermined speed, the crane 10 may lower rear wheel 16 and convert into travel mode, even though the crane 10 is still carrying a load. Once the ground speed drops below the predetermined speed the rear tyre of wheel 16 can be lifted to convert the crane 10 back into crane mode. Converting crane 10 from two axle mode to three axle mode, even when lifting and/or carrying a load, will sacrifice maneuverability, but can help to improve the damage, wear and lifespan of the tyres T1-T3 of wheels 16, 18 and 20. In an embodiment, when in travel mode, crane 10 can drive at highway speeds, for example 80 km/h or higher.

(44) Conversion between travel mode and crane mode may be performed manually or automatically. Manual conversion may involve an operator instructing the crane 10 to engage the tyres of wheel 16 with the road 21. The operator may be instructed by a signal from the LMI and/or PCL. Automatic conversion may help to reduce operator error. It may also allow a crane operator to simply drive from site to site without having to worry whether or not the tyres of wheel 16 need to be engaged or disengaged with road 21.

(45) The first axle rear wheel i.e. wheel 16 may be raised and lowered using air bag suspension systems, hydro-pneumatic suspension systems and/or springs with auxiliary air bags or hydraulic cylinders to raise selected axles. The suspension system can employ integrated control by a Load Moment Indicator (LMI) so that, at any time, control of the crane functionality and the suspension system may be coordinated. Conditions that may require changes to the suspension configuration can arise from a number of different crane components. Also, when in crane mode (e.g. FIG. 6), there are many conditions that can limit or over-ride changes to suspension configuration, or on other occasions actually trigger a suspension system change (e.g. going over the predetermined ground speed). Therefore, the suspension system in crane 10 may be fitted with one or more sensors to monitor, for example, axle load, individual wheel load, axle height position, and wheel rotation speed. The LMI control system may control the suspension e.g. hydro-pneumatic suspension systems and/or springs with auxiliary air bags or hydraulic cylinders, and the software in the LMI may take inputs from the one or more sensors before making suspension system changes. The changes may be automatic, or they may alert a crane operator that the suspension system needs adjusting.

(46) Other axle configurations that assist with crane operation can be included. For example, when traversing rough terrain to reach a job site, it may be useful to get higher ground clearance. If airbag or hydro-pneumatic suspension is utilised, then a high clearance mode may be possible by adjusting the suspension. Each axle may be fitted with airbag or hydro-pneumatic suspension so that each axle is independently controllable. Therefore, if a higher ground clearance is required, the suspension system(s) of the axles that engaged with the ground may be raised. Each wheel may be independently controlled with its own suspension system. This may help to control individual wheel loads. Further, wheels on one side of the crane 10 may be raised relative to the wheels on the other side. This may help crane 10 to adjust to uneven and sloping ground, and may help to stabilise the crane 10 when travelling across an inclined surface when either in crane mode or travel mode. For example, if crane 10 is travelling across an incline that slopes down to the right, the ride height of the wheels on the right may be increased to level the crane. This may be useful in stabilising the crane when operating in crane mode since the load being carried will tend to exert a sideways tipping moment on the crane.

(47) Having first and second rear axles, each for supporting the rear body on the ground, via first rear tyre T3 of wheel 16 and second rear tyre T3 of wheel 18, respectively, can also allow crane 10 to slew around one wheel. Slewing is the angular movement of a crane boom or crane jib in a horizontal plane. With traditional two axle pick and carry cranes, a holding brake can be applied to one of the wheels and then three of the wheels are free to rotate in either direction. Therefore, during slewing, the free wheels are able to rotate throughout the change in articulation, with the pivot point of slewing being provided by the wheel to which the holding brake has been applied. When one of the crane bodies, e.g. the rear crane body 14, has two or more axles with tyres in contact with the ground, the slewing ability of the crane is diminished or lost. For example, during any slewing movement, one or the two axles would be dragged sideways during the operation. This can lead to very poor tyre wear, and may also lead to vibration and a jerking movement of the crane during load carrying, which will affect crane usability and also safety, as it can also induce load swing. Therefore, by having rear tyres T2 of wheel 16 moveable between engaged and disengaged states, the slewing ability of crane 10 may be similar to conventional two axle pick and carry cranes when operating in crane mode.

(48) Since crane 10 is able to lift and carry greater loads compared to traditional pick and carry cranes, the loads placed onto the front axle and front tyres 20 tend to increase. Referring to FIG. 7a, as the forward tipping moment increases, represented by TM.sub.2, the load transferred to the front wheels 20 increases. The front tipping moment is calculated from the front tipping line, represented by dashed line 40, which in the embodiment of FIG. 7a is determined by the front tyres T1 of opposite front wheels 20.

(49) For embodiments where the boom 26 is telescopic, the forward tipping moment TM.sub.2 is dependent on the distance d.sub.7 the load 32 is away from where the tyres T1 of front wheels 20 engage the ground (forward tipping line), and the mass of the load 32. Therefore, the forward tipping moment TM.sub.2 increases as the boom length increases for a given load mass. The crane 10, therefore, must provide an adequate counteracting forward tipping moment to prevent the crane 10 from tipping forwards. As an example of a counteracting tipping moment, the centre of gravity of the rear body 14 is positioned at dot 42. Therefore, the rear body counteracting tipping moment CM.sub.4 is determined by the mass of the rear body 14 and the distance d.sub.4 of the centre of gravity 42 from the forward tipping line 40.

(50) The counterweight 22 also provides a counteracting forward tipping moment CM.sub.5 determined from its centre of gravity 37. More specifically, the counteracting forward tipping moment CM.sub.5 is determined by the mass of the counterweight 22 and the distance d.sub.5 of its centre of gravity 37 from the forward tipping line 40. Therefore, not only does counterweight 22 help to maintain a counteracting side tipping CM.sub.1 moment above a threshold value when the crane is lifting and/or carrying a load, it can also help to maintain a counteracting forward tipping moment. However, the mass of counterweight 22 is generally less than the mass of the rear body 14 and, since the centre of gravity 42 of the rear body 14 is further away from tipping line 40 than the centre of gravity 37 for counterweight 22, CM.sub.5 is generally much less than CM.sub.4. In any case, provided CM.sub.4+CM.sub.5≥TM.sub.2, the crane 10 should not tip forward on the tipping line 40.

(51) Since TM.sub.2 can increase or decrease depending on the mass of the weight 32 and the length of boom 26, the crane 10 may be fitted with sensors such as load, distance, and angle sensors to determine TM.sub.2. The one or more on-board computers and/or computer system used to calculate TM.sub.1 may also be used to calculate TM.sub.2. TM.sub.1 may be calculated at the same time as TM.sub.2. TM.sub.1 and TM.sub.2 may be calculated in real time. One or more computers and/or computer systems can be used to calculate TM.sub.2. If the one or more computers and/or computer systems determine that CM.sub.4+CM.sub.5≤TM.sub.2, the crane 10 may adjust the boom 26 so that CM.sub.4+CM.sub.5≥TM.sub.2. Alternatively, the crane 10 may warn an operator of the crane that TM.sub.2 is approaching CM.sub.4+CM.sub.5. FIG. 7b shows the crane 10 is a position that is tipping forward. As the crane begins to tip over the forward tipping line 40, the distance d.sub.4 and d.sub.5 decreases to d.sub.8 and d.sub.9, respectively. Therefore, as the distance d.sub.4 and d.sub.5 decrease, the counteracting forward tipping moments CM.sub.4 and CM.sub.5 also decrease to CM.sub.7 and CM.sub.8, respectively. However, provided CM.sub.4+CM.sub.5≥TM.sub.2 when the crane 10 first picks up the load when on level ground, as in FIG. 7a, the crane 10 should stay level with the tyres of wheels 16 and/or 18 engaged as in FIGS. 2 and 6.

(52) In crane mode, the loads being transferred through the front axle and tyre 20 are generally greater than those of the rear axles and tyres of wheels 16 and 18 when carrying load 32. To accommodate this increase in load, the front axle may have a reactive suspension system. The front axle suspension system can be arranged to allow for a frame of the front body 12 to rest on and transfer load directly to the front axle during a crane mode. Therefore, the high forces can be transferred directly from the frame to the axle without stress to the suspension system (i.e. forces of up to about 56,000 kg). For example, if the suspension system of the front axle uses airbags or other adjustable linkages, the bags may deflate and allow the frame of the front body 12 to drop and rest on the front axle. Alternatively, to maintain the ride height of the crane, supporting members may extend from the frame of the front body 12 and engage with the front axle so as to take the load off the suspension system and transfer weights and loads directly onto the front axle. This may be useful when the crane is operating on uneven ground and a high ground clearance is required. Given the loads passed through the front axle and tyres of wheels 20 are greater than those passed through rear tyres of wheels 16 and 18, the front tyres of wheels 20 may be configured to handle the increased loads. In the Figures, the front tyre of wheel 20 has a larger diameter when compared to rear tyres of wheels 16 and 18. However, in some embodiments, the tyre diameters may be the same, although the front tyre of wheel 20 would still be configured to accommodate the increased loads when lifting and carrying a load.

(53) While the embodiments disclosed herein incorporate both the first counterweight to improve the counteracting side tipping moment and the rear suspension system that can be engaged and disengaged with the ground, some embodiments may only have one of these features. For example, the crane may have only the first counterweight that can move relative to the side tipping line on a crane that has two axles, such as a standard pick and carry crane. Alternatively, the crane may only have the rear suspension system that can be engaged and disengaged with the ground. However, the combination of using a first counterweight 22 that can move with respect to the tipping line and having a rear body 14 that has two axles where one of the axles is arranged to be displaced relative to the other such that tyres of the displaced axle can selectively engage or disengage with the ground, can provide a pick and carry crane that can lift in the vicinity of 20% greater weights and provide a counteracting side tipping moment increased by at least 25% compared with standard pick and carry cranes. This may be achieved without losing any ability for crane 10 to operate as a “taxi crane”, without losing slewing capability, with minimal impact on crane operability and safety, and can preserve as closely as possible the current maneuverability and turning circle while in crane mode. In an embodiment, crane 10 is configured to have a load moment rating of at least 40 tonne.

(54) In use, an operator would operate the crane so as to lift and/or carry load 32 using boom 26 from the front body 12. When the operator travels with the load and has to turn, the moveable linkages pivot the front body 12 relative to the rear body 14 to form angle θ. By forming angle θ, side tipping line 34 is created. As shown in in FIG. 4, as the tipping line 34 is created, the counterweight 22 is moved from a central position of the crane and away from the side tipping line 34. In some embodiments, the counterweight 22 is not moved in unison with the formation of side tipping line 34. The counterweight 22 is moved so as to ensure counteracting side tipping moment CM.sub.1 is greater than TM.sub.1, which in some embodiments is combined with CM.sub.2.

(55) In FIG. 4, counterweight 22 is pivoted away from tipping line 34 about pivot point 30. However, if a moveable frame is used to move the first counterweight, the first counterweight is still moved away from side tipping line 34 to maintain a counteracting side tipping moment. The first rear axle of the rear body 14 is also engaged or disengaged depending on whether the crane 10 is operating in crane mode or travel mode. If the ground speed of crane 10 is above a predetermined ground speed, such as 5 km/h, the first rear axle may be moved from a disengaged position to an engaged position to ensure excessive tyre wear does not occur and/or loads are not exceeded. In this way, the operator can operate crane 10 to lift and carry loads.

(56) FIG. 9 illustrates a further embodiment of a pick and carry crane 60. The pick and carry crane 60 is similar to the embodiments illustrated in FIGS. 1 to 8. The crane 60 has a front body 62 and a rear body 64 connected by means of a pivot point 66. The rear body 64 has a forward axle 70 and a rear axle 68. Both the forward axle 70 and the rear axle 68 support four tyres.

(57) In this embodiment, the pick and carry crane 60 is provided with steering to the wheels supported on the rearmost axle 68. The extent of the deflection provided to the wheels 72a, 72b, 72c and 72d attached to the rearmost axle 68 by the steering is dependent upon the degree of articulation of the rear body 68 relative to the front body 62.

(58) The steering to the rear axle 68 reduces the sheer forces experienced by the tyres of the wheels attached to this axle. Furthermore, in this embodiment, the steering applied to the wheels of axle 68 has a maximum deflection. In the embodiment shown, the maximum deflection is 13°. However, it is to be realised that the amount of the maximum deflection will depend on the specific geometry of the crane to which this is applied.

(59) While the embodiments shown in the Figures describe an articulated pick and carrying crane having rubber tyres, the principles of the disclosure may be extended to other forms of pick and carry cranes, for example pick and carry cranes having crawler tracks.

(60) In the claims which follow and in the preceding description of the pick and carry crane, except where the context requires otherwise due to express language or necessary implication, the word “comprise” or variations such as “comprises” or “comprising” is used in an inclusive sense, i.e. to specify the presence of the stated features but not to preclude the presence or addition of further features in various embodiments of the disclosure.