EP3075914A1

EP3075914A1 - Undercarriage with augmented lateral stability

Info

Publication number: EP3075914A1
Application number: EP15162389.9A
Authority: EP
Inventors: Luigi Gallignani
Original assignee: Caterpillar SARL
Current assignee: Caterpillar SARL
Priority date: 2015-04-02
Filing date: 2015-04-02
Publication date: 2016-10-05

Abstract

An undercarriage with augmented lateral stability is disclosed. The undercarriage may comprise a chassis having a central axis; and a stabiliser laterally coupled to the chassis, the stabiliser may be movable between a stowed position and an operative position wherein the stabiliser may be configured to augment a contact surface area of the undercarriage at the operative position.

Description

Technical Field

This disclosure relates to the field of undercarriages of vehicles, particularly to the field of stabilising undercarriages during work operations.

Background

Undercarriages for vehicles and/ or industrial machines are generally known. The undercarriage may be adapted to support operating machinery. The undercarriage may be provided with wheels or tracks. Undercarriages may be formed with a central frame and lateral sub-frames that may support the wheels or tracks. Movement of the wheels or the tracks may be attained through translational motors carried in the sub-frame. Various engineering vehicles, such as cranes, excavators or earth movers, may incorporate an undercarriage.
Undercarriages may have a greater stability along a longitudinal axis relative to a stability along a transverse axis. During operation the undercarriage of the engineering vehicle may require greater lateral stability to perform certain functions, such as excavating or transporting earth or other functions in which the general performance of the machine is contingent on ground stability.
In order to increase lateral stability certain undercarriages may be of the variable gauge types wherein the width of the undercarriage may be increased during operation in order to have a larger dimension for ground stability. The change in the width of the undercarriage may be achieved through lateral movement of the sub-frames relative to the central. However, variable gauge undercarriages significantly increase cost and associated weight in order to provide increased lateral stability.

Brief Summary of the Invention

In a first aspect, the present disclosure describes an undercarriage with augmented lateral stability. The undercarriage may comprise a chassis having a central axis; and a stabiliser laterally coupled to the chassis, the stabiliser may be movable between a stowed position and an operative position wherein the stabiliser may be configured to augment a contact surface area of the undercarriage at the operative position.
In a second aspect, the present disclosure describes a method for augmenting lateral stability of an undercarriage wherein the undercarriage has a contact surface area for engaging a ground surface, the method comprising augmenting the contact surface area of the undercarriage.

Brief Description of the Drawings

The foregoing and other features and advantages of the present disclosure will be more fully understood from the following description of various embodiments, when read together with the accompanying drawings, in which:

Fig. 1 is an isometric view of an undercarriage with a first embodiment of the stabiliser in a stowed position according to the present disclosure;
Fig. 2 is an isometric view of an undercarriage with a first embodiment of the stabiliser in an operative position according to the present disclosure;
Fig. 3 is a further isometric view of an undercarriage with a first embodiment of the stabiliser in an operative position according to the present disclosure;
Fig. 4 is a side view of an undercarriage with a first embodiment of the stabiliser in an operative position according to the present disclosure;
Fig. 5 is a top view of an undercarriage with a first embodiment of the stabiliser in an operative position according to the present disclosure;
Fig. 6 is a front view of an undercarriage with a first embodiment of the stabiliser in an operative position according to the present disclosure;
Fig. 7 is a sectional view of a track roller frame showing the stabiliser in a stowed position according to the present disclosure;
Fig. 8 is a sectional view of a track roller frame showing the stabiliser in an operative position according to the present disclosure;
Fig. 9 is a side view of the stabiliser disposed on a wheeled undercarriage according to the present disclosure
Fig. 10 is a perspective view of an undercarriage with a second embodiment of the stabiliser in an operative position according to the present disclosure;
Fig. 11 is a perspective view of a third embodiment of the stabiliser according to the present disclosure; and
Fig. 12 is a perspective view of a fourth embodiment of the stabiliser according to the present disclosure.

Detailed Description

This disclosure generally relates to an undercarriage that may provide augmented stability when required during work operations. The undercarriage may provide augmented stability along the lateral sides thereof.
Fig. 1 illustrates an undercarriage 10. The undercarriage 10 may have a chassis 12. The chassis 12 may have a central axis 14. Chassis 12 may be symmetrical about the central axis 14. Central axis 14 may be oriented along the direction of travel of the undercarriage 10. The direction of travel is linear. Central axis 14 may be parallel to the direction of travel. The linear direction of travel of the undercarriage may be determined by travel members 22 provided on the undercarriage 10. The undercarriage 10 may be propelled along the linear direction of travel with all the travel members 22 operating at the same operational values.
Chassis 12 may be formed as a hollow frame. Chassis 12 may have motors (not shown) and cables (not shown) located within the chassis 12. The motors and integrated cables may allow for control of mechanical and/ or hydraulic operations and for movement of the undercarriage 10.
Undercarriage 10 may comprise an actuator 16. The chassis 12 may accommodate the actuator 16. The direction of actuation of the actuator 16 may be substantially orthogonal to the central axis 14. The direction of actuation of the actuator 16 may be substantially parallel to a transverse axis 15.
Undercarriage 10 may comprise a plurality of actuators 16. With reference to Fig. 2, the undercarriage 10 may comprise two actuators 16 (16a, 16b). The actuators 16a, 16b may be disposed at the same side of the chassis 12. With reference to Fig, 3, in an alternative embodiment, the undercarriage 10 may comprise two additional actuators 16 (16c, 16d). In a further embodiment (not shown), the undercarriage 10 may comprise only two actuators 16. Each actuator 16 may be positioned on opposite sides of the chassis 12.
With reference to Figs. 1 and 2, the actuator 16 may be a hydraulic cylinder. The line of extraction and retraction of the hydraulic cylinder 16 may be substantially orthogonal to the central axis 14. The line of extraction and retraction of the hydraulic cylinder 16 may be substantially parallel to the transverse axis 15. Extraction of the hydraulic cylinder 16 may be in a direction substantially away from the central axis 14. Retraction of the hydraulic cylinder 16 may be in a direction substantially towards the central axis 14.
Undercarriage 10 may comprise a plurality of hydraulic cylinders 16. In an embodiment, the undercarriage 10 may comprise two hydraulic cylinders 16. The hydraulic cylinders 16 may be disposed at opposite sides of the chassis 12. The hydraulic cylinders 16 may be mutually aligned. Hydraulic cylinders 16 may be aligned along the transverse axis 15 of the chassis 12. Hydraulic cylinders 16 may be aligned along a plane parallel to the transverse axis 15 of the chassis 12. Hydraulic cylinders 16 may be positioned end to end. Extraction of the respective hydraulic cylinders 16 may be orientated in opposite directions. Retraction of the respective hydraulic cylinders 16 may be orientated in opposite directions.
In an alternative embodiment, the hydraulic cylinders 16 may be paired at the same side of the chassis 12. The paired hydraulic cylinders 16 may be mutually parallel. The lines of extraction and retraction of the paired hydraulic cylinders 16 may be both substantially orthogonal to the central axis 14. The lines of extraction and retraction of the paired hydraulic cylinders 16 may be both substantially parallel to the transverse axis 15.
In yet a further embodiment, the undercarriage 10 may comprise four hydraulic cylinders 16. Two hydraulic cylinders 16 may be paired at the same side of the chassis 12. The paired hydraulic cylinders 16 may be mutually parallel. The lines of extraction and retraction of the paired hydraulic cylinders 16 may be both substantially orthogonal to the central axis 14.
Two further hydraulic cylinders 16 may be paired at the opposite side of the chassis 12. The second paired hydraulic cylinders 16 may be mutually parallel. The lines of extraction and retraction of the second paired hydraulic cylinders 16 may be both substantially orthogonal to the central axis 14.
Each hydraulic cylinder 16 of the first pair may be mutually aligned with the respective hydraulic cylinder 16 of the second pair. Respective hydraulic cylinders 16 of the first and second pairs may be aligned along the transverse axis of the chassis 12. The mutually aligned hydraulic cylinders 16 may be positioned end to end. Extraction of the respective aligned hydraulic cylinders 16 may be orientated in opposite directions. Retraction of the respective aligned hydraulic cylinders 16 may be orientated in opposite directions.
Undercarriage 10 may comprise a brace 18. The brace 18 may be disposed in the chassis 12. Actuator 16 may be coupled to the brace 18. Brace 18 may be centrally positioned in the chassis 12 relative to the central axis 14. In an embodiment, an end of the hydraulic cylinder 16 may be coupled to the brace 18.
The brace 18 may have a flange 20 for connection to the actuator 16. In an embodiment, the brace 18 may have two flanges 20 for connection to opposed actuators 16a, 16b. Brace 18 may be aligned such that the two flanges 20 are disposed on opposed sides of the central axis 14. In a further embodiment, undercarriage 10 may comprise a plurality of braces 18. The undercarriage 10 may comprise two braces 18 mutually aligned along the central axis 14. The plurality of actuators 16 may be connected to the braces 18.
With reference to Figs 1 and 2, the undercarriage 10 may comprise a stabiliser 24. Stabiliser 24 may be coupled to the chassis 12. Stabiliser 24 may be laterally coupled to the chassis 12. Stabiliser 24 may be coupled to a side of the chassis 12 that is laterally adjacent to the central axis 14. Stabiliser 24 may be coupled to a side of the chassis 12 that is substantially parallel to the central axis 14.
In an embodiment, a second stabiliser 24 may be laterally mounted to the chassis 12. The second stabiliser 24 may be located at the side opposite to the first stabiliser 24. The second stabiliser 24 may be independently movable relative to the first stabiliser 24.
Stabiliser 24 may be movably coupled to the chassis 12. Stabiliser 24 may be movable between a stowed position and an operative position when coupled to the chassis 12. With reference to Fig. 1 the stabiliser 24 may be at the stowed position. With reference to Fig. 2 the stabiliser 24 may be at the operative position.
The stabiliser 24 may be configured to augment a contact surface area of the undercarriage 10 at the operative position. The contact surface area may be the total area of the undercarriage 10 that is in contact with the ground. The contact surface area includes the surface area of the travel members 22 contacting the ground.
Stabiliser 24 may have a contact surface 26. The contact surface 26 is the portion of the stabiliser 24 that contacts the ground so as to provide stability for the undercarriage 10. Contact surface 26 may be substantially spread out so as to distribute pressures generated during work operations over an extended area. The contact surface 26 may be substantially planar. In an embodiment, the contact surface 26 may be substantially flat. In an alternative embodiment, the contact surface 26 may be provided with grooves 28. Grooves 28 may extend into the stabiliser 24. Grooves 28 may enable the stabiliser 24 to accommodate soft ground conditions or uneven surfaces.
Stabiliser 24 may be movable along plane. The plane may be defined by the direction of movement of the stabiliser between the limits of the stowed position and the operative position. Stabiliser 24 may be movable along a plane that is substantially transverse to the central axis 14. Stabiliser 24 may be movable along a plane that is substantially orthogonal to the central axis 14. Stabiliser 24 may be movable along a plane that is substantially parallel to the transverse axis 15.
The stabiliser 24 may be pivotally movable between the stowed position and the operative position. Stabiliser 24 may move along an arcuate path between the stowed position and the operative position. The arcuate path may be on the plane that is substantially transverse to the central axis 14. Stabiliser 24 may be pivotably coupled to the chassis 12.
With reference to Figs. 1 and 2, at the stowed position the contact surface 26 may be turned away from the orientation thereof at the operative position. At the stowed position the contact surface 26 may be turned away from the ground. At the stowed position the contact surface 26 may have an upwards tilt relative to the orientation at the operative position of the chassis 12. At the operative position the contact surface 26 may be turned towards the ground. At the operative position the contact surface 26 may face downwards relative to the operational position of the chassis 12. Stabiliser 24 may be disposed nearer to the chassis 12 at the stowed position when compared to the operative position.
In an embodiment, stabiliser 24 may be linearly movable between the stowed position and the operative position. Stabiliser 24 may move along a linear path between the stowed position and the operative position. The linear path may be on the plane that is substantially transverse to the central axis 14.
The linear path may be a vertical movement of the stabiliser 24 relative to the ground. The stabiliser 24 may move downwards to the operative position and upwards to a transitional position. The stabiliser 24 may move horizontally from the transitional position to the stowed position.
In a further embodiment, the linear path may be a diagonal movement of the stabiliser 24 relative to the ground. The stabiliser 24 may move diagonally downwards from the stowed position to the operative position. The stabiliser 24 may move diagonally upwards from the operative position to the stowed position.
Stabiliser 24 may be coupled to the actuator 16. Actuator 16 may move the stabiliser 24 between the stowed position and the operative position. Actuator 16 may be connected between the stabiliser 24 and the brace 18. Actuator 16 may move the stabiliser 24 relative to the chassis 12. In an embodiment, stabiliser 24 may be coupled to a pair of actuators 16.
The hydraulic cylinder 16 may control the position of the stabiliser 24. The position of the stabiliser 24 may be fixed by the hydraulic cylinder 16 through hydraulic lock valves positioned in the hydraulic system.
In an embodiment, the hydraulic system may be configured to monitor the pressure of the hydraulic cylinder and provide a pressure feedback to the control system. The feedback may enable the stabilisers 24 to contact the ground without lifting the undercarriage 10 off the ground.
With reference to Fig. 3, the stabiliser 24 may comprise a platform 30. The contact surface 26 may be provided on the platform 30. Opposite the contact surface 26, the platform 30 may have a mounting surface 34. The platform 30 may be coupled to the chassis 12 and the actuator 16 at the mounting surface 34. With reference to Fig. 1, grooves 28 may extend lengthwise along the contact surface 26. Grooves 28 may be parallel to the longitudinal axis of the platform 30. Platform 30 may have a longitudinal axis that is parallel to the central axis 14.
With reference to Fig. 3, platform 30 may have a pair of wings 32. Wings 32 may be disposed at opposite terminal ends of the platform 30. Wings 32 may be portions of the platforms inclined away from the contact surface 26. Wings 32 may be inclined towards the mounting surface 34. Contact surface 26 and the mounting surface 34 may be positioned between the wings 32.
Stabiliser 24 may have a strut 36 provided on the mounting surface 34. Stabiliser 24 may be connected to the actuator 16 through the strut 36. Strut 36 may be a thickened portion of the stabiliser 24 capable of withstanding forces generated during work operations. Strut 36 may be centrally located on the mounting surface 34. In an embodiment, strut 36 may be provided adjacent the terminal end of the platform 30. The strut 36 may be provided adjacent a wing 32. In a further embodiment, a pair of struts 36 may be provided adjacent the respective terminal ends of the platform 30. The pair of struts 36 may be provided adjacent the respective wings 32.
Platform 30 may be movable by actuation of the actuator 16. A pair of lugs 38 may be provided on the strut 36 for connection to the actuator 16. Platform 30 may be rotatably coupled to the actuator 16 through the lugs 38. In an embodiment, platform 30 may be movable by actuation of a pair of actuators 16. Two pairs of lugs 38 may be provided on the strut 36 for connection to the pair of actuators 16.
In an embodiment, stabiliser 24 may be movable by actuation of an actuator 16 provided as a hydraulic cylinder. Platform 30 may be coupled to the hydraulic cylinder 16. Lugs 38 provided on the strut 36 may enable connection to the piston rod 46 of the hydraulic cylinder. The eye of the piston rod 46 may be connected to respective holes 48 provided on the lugs 38. In an embodiment, platform 30 may be movable by actuation of two hydraulic cylinders 16. Two pairs of lugs 38 may be provided on the strut 36 for connection to a pair of piston rods 46.
Stabiliser 24 may be movable between the operative position and the stowed position through the extraction and retraction of the hydraulic cylinder 16. Stabiliser 24 may be at the operative position with the hydraulic cylinder 16 being extracted. Stabiliser 24 may be at the stowed position with the hydraulic cylinder 16 being retracted. Stabiliser 24 may move along an arcuate path between the operative position and the stowed position through the extraction and retraction of the hydraulic cylinder 16. Stabiliser 24 may be rotatably coupled to the piston rod 46. Platform 30 may be rotatably coupled to the piston rod 46 through the pair of lugs 38.
Chassis 12 may be provided with a window 50 through which the piston rod 46 may extend for connection to the lugs 38. The piston rod 46 may extend and retract through the window 50. In an embodiment, chassis 12 may be provided with a window 50 for the piston rod 46. With reference to Fig. 4, the cylinder barrels 53 of the respective hydraulic cylinders may be provided in alignment with the windows 50.
With reference to Fig. 3, stabiliser 24 may be pivotably coupled to the chassis 12 through a pivotal connection 40. The pivotal connection 40 may comprise a shaft 42 provided on the platform 30 and brackets 44 provided on the chassis 12. Shaft 42 may be disposed on the mounting surface 34. Shaft 42 may be disposed adjacent the lugs 38. Shaft 42 may be laterally joined to the strut 36. Brackets 44 may be positioned on the chassis 12 adjacent a window 50.
Shaft 42 may be rotatably coupled to the brackets 44 at a coupling point 52. Stabiliser 24 may rotate about the coupling point 52. Stabiliser 24 may rotate about the coupling point 52 when moved between the stowed position and the operative position. Stabiliser 24 may rotate about the coupling point 52 when actuated through the extraction and retraction of the hydraulic cylinder 16.
In an embodiment, the pivotal connection 40 may be centrally provided between the chassis 12 and the stabiliser 24. The shaft 42 may be centrally provided on the mounting surface 34. Strut 36 may be positioned between the shaft 42 and the terminal end of the platform 30. In an alternate embodiment, struts 36 may be positioned between the shaft 42 and the respective terminal ends of the platform 30.
In a further embodiment, stabiliser 24 may be connected to the chassis 12 through a pair of pivotal connections 40. The connection between stabiliser 24 and the actuator 16 may be disposed between a pair of pivotal connections 40. The shafts 42 may be disposed on opposite ends of the strut 32. The lugs 38 may be located between the shafts 42. In an alternate embodiment, connections between stabiliser 24 and the pair of actuators 16 may be disposed between a pair of pivotal connections 40.
In yet a further embodiment, the pivotal connections 40 may be centrally provided between the chassis 12 and the stabiliser 24. The shafts 42 may be centrally provided on the mounting surface 34. Strut 36 may be positioned between the shafts 32 and the terminal end of the platform 30. In an alternate embodiment, struts 36 may be positioned between the shafts 42 and the respective terminal ends of the platform 30.
With reference to Fig. 4, stabiliser 24 may be centrally positioned relative to the chassis 12. Stabiliser 24 may be centrally positioned relative to the chassis 12. The stabiliser 24 is at the operative position and platform 30 may be positioned adjacent the travel member 22. The contact surface 26 may be aligned with the travel member 22. The chassis 12 may have a chassis contact surface 54 that is defined by the contact surface of the travel member 22. Contact surface 26 may be aligned with the chassis contact surface 54.
With reference to Fig. 5, stabiliser 24 is positioned alongside the travel member 22. Stabiliser 24 is centrally aligned to the central frame 57 of chassis 12. Platform 30 may be positioned parallel to the travel member 22. Platform 30 may be parallel to the central axis 14. Platform 30 may be spaced from the travel member 22 such that a gap 56 is provided. The dimension of the gap 56 may be configured to optimise stability provided by the stabiliser 24 in accordance to the shape and configuration of the platform 30.
With reference to Fig. 6, stabiliser 24 is transversely aligned with the travel member 22. Hydraulic cylinder 16 may be connected between the brace 18 and the lugs 38 extending from the platform 30. Hydraulic cylinder 16 may be at the extracted position.
In an embodiment, the travel members 22 may be track roller frames. Track roller frames 22 may form a part of the chassis 12. With reference to Fig. 4, track roller frames 22 may support track chains 58. The track chain 58 may comprise track shoes 60.Track shoes 60 may contact the ground and may define the chassis contact surface 54.
The stabiliser 24 may be mounted to the track roller frame 22. Stabiliser 24 may be pivotably coupled to the track roller frame 22. The actuator 16 may extend through the track roller frame 22 to couple to the stabiliser 24. In an embodiment, the piston rod 46 of the hydraulic cylinder 16 may extend through window 50 on the track roller frame 22 to couple with the stabiliser 24.
With reference to Fig. 7, the stabiliser 24 is in the stowed position. Stabiliser 24 may be disposed substantially within the transverse width of the track chain 58. Stabiliser 24 may be disposed substantially within the track chain 58 transversely extending from the track roller frame 22. The hydraulic cylinder 16 may be retracted. Stabiliser 24 may be rotated such that the contact surface 26 faces away from the chassis contact surface 54 of the track chain 58. Stabiliser 24 may be positioned adjacent the track roller frame 22. The coupling point 52 of the pivotal connection 40 may be positioned between the contact surface 26 and the chassis contact surface 54. The coupling between the piston rod 46 and the hole 48 of the lug 38 may be positioned between the coupling point 52 and the track roller frame 22.
With reference to Fig. 8, the stabiliser 24 is in the operative position. Stabiliser 24 may be disposed away from the track chain 58. Stabiliser 24 may be spaced away from transverse edge of the track chain 58. The hydraulic cylinder 16 may be extended. Stabiliser 24 may be rotated such that the contact surface 26 is aligned with the chassis contact surface 54 of the track chain 58. Stabiliser 24 may be spaced from the track roller frame 22. The coupling point 52 of the pivotal connection 40 may be positioned opposite both the contact surface 26 and the chassis contact surface 54. The coupling point 52 may be positioned between the track roller frame 22 and the coupling between the piston rod 46 and the hole 48 of the lug 38.
With reference to Fig. 9, in an embodiment, the travel members 22 may be wheels. The chassis 12 may comprise axels and the wheels 22 may be mounted on the axles (not shown). The stabiliser 24 may be disposed between the wheels 22 adjacent the chassis 12 at the operative position. The stabiliser 24 may be disposed between the wheels 22 at a side of the chassis 12 at the stowed position.
With reference to Fig. 10, in a second embodiment, stabiliser 24 may comprise a plurality of platforms 30. Each platform 30 may be independently movable from the stowed position to the operative position relative to the chassis 12. Each platform 30 may be independently coupled to the chassis 12. The plurality of platforms 30 may enable the stabiliser 24 to adapt to the operational conditions. Stabiliser 24 may be adapted to the ground conditions.
The stabiliser 24 may comprise two platforms 30 wherein each platform 30 is independently movable between the stowed position and the operative position. Each platform 30 may be pivotably coupled to the chassis 12. Each platform 30 may be pivotably coupled to the chassis 12 through respective pivotal connections 40. Each platform 30 may be movable by respective actuators 16. Each platform 30 may be rotatably coupled to the actuators 16.
With reference to Fig. 11, in a third embodiment, stabiliser 124 may have a platform 130. Contact surface 126 may have grooves 128 with enlarged transverse widths. Stabiliser 124 may have a strut 136 that is tubular in form. Strut 136 may be coupled to the platform 130 through a plurality of uprights 144. Uprights 144 may be mounted to the mounting surface 134. Shaft 142 may be connected to the strut 136.
With reference to Fig. 12, in a fourth embodiment, stabiliser 224 may have a platform 230. Contact surface 236 may be flat. Platform 230 may have inclined transverse edges 231. Transverse edges 231 may be inclined away from the contact surface 226. Stabiliser 224 may have a strut 236 that is tubular in form. Strut 236 may be coupled to the platform 230 through a plurality of uprights 244. Uprights 244 may be mounted to the mounting surface 234. Shaft 242 may be connected to the strut 236.
A method for augmenting lateral stability of the undercarriage 10 having a contact surface area for engaging a ground surface. The method may comprise augmenting the contact surface area of the undercarriage 10. The method may comprise the step of moving the stabiliser 24 from a stowed position to an operative position relative to the chassis 12. The stabiliser 24 may be pivotally movable from the stowed position to the operative position along a plane substantially transverse to the central axis 14 of the chassis 12.
The skilled person would appreciate that foregoing embodiments may be modified or combined to obtain the undercarriage 10 of the present disclosure.

Industrial Applicability

This disclosure describes an undercarriage 10 with actuatable stabilisers 24. The undercarriage 10 may provide for a stable base on ground by actuating the stabilisers 24. The stabilisers 24 may move from the stowed position to the operation position at the lateral sides of the undercarriage 10 when lateral stability is required.
Each stabiliser 24 may be actuated at a lateral side of the undercarriage 10 so as to provide lateral stability. Each stabiliser 24 may be actuated independently. The stabilisers 24 may be actuated to the operative position at both lateral sides of the undercarriage 10 when all around (360 degrees) stability is required. The stabiliser 24 may prevent undercarriage 10 from toppling substantially along the transverse axis 15. The stabiliser 24 may prevent the undercarriage 10 from tilting over a limit after which the undercarriage 10 may topple substantially along the transverse axis 15. Stabiliser 24 may prevent the centre of gravity of the undercarriage 10 from moving over a limit substantially along the transverse axis 15. At the operative position the stabilisers 24 may be just above the ground or may be in contact with the ground. At the operative position of the stabilisers 24 the undercarriage 10 may not be raised. The undercarriage 10 may remain in contact with the ground while the stabiliser 24 contacts the ground to provide lateral stability. At the operative position the stabiliser 24 may augment the contact surface area of the undercarriage 10. Contact surface 26 of the stabiliser 24 may contact the ground to prevent the undercarriage 10 from toppling. The contact surface area of the undercarriage 10 may be increased with the contact surface 26 in contact with the ground. Contact surface area of the undercarriage 10 may be increased along the transverse axis 15 with the contact surface 26 in contact with the ground.
The stabilisers 24 may be hydraulically operated from the cab of the vehicle. The stabilisers 24 may move between a stowed position and an operative position. At the stowed position the stabilisers 24 may be disposed within the profile of the undercarriage 10. The profile of the undercarriage 10 may remain unchanged with the stabilisers 24 in the stowed position. At the operative position each stabiliser 24 may independently increase the overall surface area of the undercarriage 10. The shape and dimension of the stabilisers 24 may provide for a stability base on the ground.
The undercarriage 10 may enable pressure from the work operations to be spread out over a greater area. Operation time may be reduced to provide lateral stability by moving the stabilisers 24 to the operational position.
The undercarriage 10 may be used as a lower for industrial machines. The industrial machines may be excavators, long reach excavators, demolition machines, pipelayers, aerial platforms, cranes, handling machines and foundation machines. The overall dimension of the industrial machines may not increase with an increase in height with the undercarriage 10.
Accordingly, this disclosure includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the disclosure unless otherwise indicated herein.
Where technical features mentioned in any claim are followed by reference signs, the reference signs have been included for the sole purpose of increasing the intelligibility of the claims and accordingly, neither the reference signs nor their absence have any limiting effect on the technical features as described above or on the scope of any claim elements.
One skilled in the art will realise the disclosure may be embodied in other specific forms without departing from the disclosure or essential characteristics thereof. The foregoing embodiments are therefore to be considered in all respects illustrative rather than limiting of the disclosure described herein. Scope of the invention is thus indicated by the appended claims, rather than the foregoing description, and all changes that come within the meaning and range of equivalence of the claims are therefore intended to be embraced therein.

Claims

An undercarriage (10) configured to provide augmented lateral stability, the undercarriage (10) comprising:
a chassis (12) having a central axis (14); and

a stabiliser (24) laterally coupled to the chassis (12), the stabiliser (24) being movable between a stowed position and an operative position wherein the stabiliser (24) is configured to augment a contact surface area of the undercarriage (10) at the operative position.
The undercarriage (10) of claim 1 wherein the stabiliser (24) comprises a contact surface (26), the contact surface (26) being substantially planar.
The undercarriage (10) of claim 1 or 2 wherein the stabiliser (24) is movable along a plane substantially transverse to the central axis (14).
The undercarriage (10) of claims 1, 2 or 3 wherein the stabiliser (24) is pivotally movable between the stowed position and the operative position.
The undercarriage (10) of claims 1, 2, 3 or 4 wherein the stabiliser (24) comprises a platform (30), the platform (30) being movable by actuation of an actuator (16).
The undercarriage (10) of claim 5 wherein the platform (30) is rotatably coupled to the actuator (16).
The undercarriage (10) of claims 1, 2, 3 or 4 wherein the stabiliser (24) comprises at least two platforms (30) wherein each platform (30) is independently movable between the stowed position and the operative position.
The undercarriage (10) of claim 7 wherein each platform (30) is pivotably coupled to the chassis (12).
The undercarriage (10) of claim 7 or 8 wherein each platform (30) is movable by respective actuators (16), each platform (30) being rotatably coupled to the actuators (16).
The undercarriage (10) of any one of preceding claims wherein the chassis (12) comprises track roller frames (22) supporting track chains (58), the stabiliser (24) being mounted on at least one track roller frame (22) wherein the stabiliser (24) is disposed substantially within the transverse width of a track chain (58) at the stowed position.
The undercarriage (10) of any one of preceding claims 1 to 9 wherein the chassis (12) comprises wheels mounted on axles and the stabiliser (24) is disposed between the wheels at a side of the chassis (12) at the stowed position.
The undercarriage (10) of any one of preceding claims further comprising a second stabiliser (24) laterally mounted to the chassis (12) at the side opposite to the first stabiliser (24), the second stabiliser (24) being independently movable relative to the first stabiliser (24).
A method for augmenting lateral stability of an undercarriage (10) according to any one of the preceding claims wherein the undercarriage (10) has a contact surface area for engaging a ground surface, the method comprising augmenting the contact surface area of the undercarriage (10).
The method of claim 13 wherein augmenting the contact surface area of the undercarriage (10) comprises moving a stabiliser (24) from a stowed position to an operative position relative to a chassis (12).
The method of claim 14 wherein the stabiliser (24) is pivotally movable from the stowed position to the operative position along a plane substantially transverse to a central axis (14) of the chassis (12).