JPS6233658Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a cab tilt lock device.

In the conventional device, a hook is provided on the cab and a pin that can be engaged with the hook is provided on the undercarriage frame, and the hook is engaged with the pin when the vehicle is normally running.
When the cab is tilted, the hook is forcibly unlocked from the pin to tilt the cab. However, with this conventional device, when the cab is reversely returned from the tilted position to the normal running state, the hook collides with the top of the pin, causing breakage and breakage of the hook, which necessitates replacing the entire locking device with a new one. There was a problem.

The present invention has been devised in view of the above, and will be explained based on the embodiment shown in the drawings. Reference numeral 1 is a chassis frame, 2 is a bridge bridged between the frames, and 3 is the same bridge. An engagement/disengagement bracket 5 is formed to be able to be tightened with a bolt 4 and engaged with a second lever 17 and an auxiliary hook 23, which will be described later; 5 is an engagement/disengagement arm pivotally attached to the bracket via a pin 6; 7; is a locking and disconnecting pin formed on the same arm and capable of being connected to and disconnected from a main hook 8, which will be described later. Reference numeral 9 indicates a first lever which is pivotally connected to the back panel of the back of the cab of a cab-over type truck (not shown) via a pin 10, and reference numeral 8 indicates a pin 11 connected to the first lever.
The main hook is pivotally attached via the main hook, and a hook portion 12 that engages with the above-mentioned engagement pin 7 is formed at the lower end of the main hook. Reference numeral 13 denotes a guide roller protruding from the main hook 8, which can engage with a cam-shaped portion formed on a cab back panel (not shown), and serves as an engagement/disengagement pin 7 of the hook portion 12 when the cab is tilted, which will be described later.
This ensures that the lock can be unlocked. Reference numeral 14 denotes a bush integrated with the first lever 9 fitted onto the pin 10, and a protruding arm 15 is integrally fixed to the bush at a position offset from the first lever 9.
A first spring 16 is stretched between the arm 15 and the main hook 8, and constantly urges the main hook 8 to rotate clockwise about the pin 11. 17 is a second lever that is mounted on the cab back panel via a pin 18;
The lever includes a rotation preventing portion 20 that can be engaged with the stopper portion 19 of the first lever 9 and an engaging protrusion 21 of the first lever.
A hole portion 22, which is an engaged portion that can be engaged with, is formed. Reference numeral 23 designates a sub-hook pivotally connected to the cab back panel via a pin 24, and a second spring 25 is stretched between the hook and the second lever 17, so that both the sub-hook 23 and the second lever 17 are retracted. Rotate clockwise. Also, the hook portion 26 at the lower end of the sub hook 23
The left end of the second lever 17 can be engaged with the left end 27 of the engagement/disengagement bracket 3, and the left end of the second lever 17 can be engaged with the upper surface 28 of the bracket 3. Further, a shock absorbing member 29 such as rubber or a spring is attached to the upper surface of the engagement arm 5 as a rebound cushion for the cab, and is formed so as to come into elastic contact with the lower surface of the upper surface portion 28 of the engagement bracket 3. In addition, 30 in the figure
31 indicates a first operating rod pivotally connected to the first lever 9, and 31 indicates a second operating rod pivotally mounted to the sub hook 23.
Furthermore, the hook portion 12 of the main hook 8 is connected to the bridge 2.
A slit (not shown) is bored in the upper surface of the bridge 2 so as not to interfere with the main hook 8. The hook portion 12 is fitted into the slit, and when the engagement arm 5 does not engage with the main hook 8, the right end of the arm 5 is It is designed to come into contact with the upper surface of the bridge 2.

Next, the operation of this embodiment having the above-mentioned structure will be explained. First, when the vehicle is normally running, the tilt lock device is in the position shown in the drawings. That is, since the rotation prevention portion 20 of the second lever 17 is engaged with the stopper portion 19 of the first lever 9, the second lever is prevented from rotating counterclockwise by the spring force of the second spring 25. 17 is prevented from rotating in the counterclockwise direction, and a predetermined gap exists between the second lever 17 and the upper surface part 28 of the engagement/disengagement bracket 3. This prevents relative displacement between the cab and the chassis frame 1 when the vehicle is running. Even if the
do not interfere with Furthermore, even if a force is applied from the cab side to the engagement and disengagement arm 5 via the main hook 8 to forcibly rotate it counterclockwise around the pin 6, the buffer member 29
The presence of the above-mentioned acting force can be alleviated and the riding comfort of the cab occupants will not be impaired.

Next, when tilting the cab, first operate the first operating rod 30 in the direction of arrow A. Then, the first lever 9 rotates clockwise around the pin 10, and at the same time, the main hook 8 rotates around the pin 11 against the spring force of the first spring 16 and engages and disengages to the right again. Each is displaced downward while slidingly contacting the pin 7. When the hook portion 12 disengages from the engagement pin 7 and moves to the right with respect to the vertical line B passing through the pin 7, the stopper portion 19 no longer interferes with the rotation prevention portion 20, and the cab By the spring reaction force of a cab mount device (not shown) interposed between the bridge 2 and the bridge 2, the hook portion 26 of the sub hook 23 is displaced upward until it engages with the left end portion 27 of the engagement bracket 3. Second lever 17
is rotated counterclockwise by the spring force of the second spring 25. At this time, the engaging protrusion 21 of the first lever 9 rotated clockwise by the first operating rod 30 abuts the right end of the second lever 17 and fits into the hole 22. The relative displacement of the two levers is restricted. In this state, the second operating rod 31
in the direction of arrow C to move the sub hook 23 to the pin 24.
The cab can be tilted by rotating clockwise around the hook portion 26 to disengage the hook portion 26 from the engagement bracket 3.

Next, when returning the cab from the cab tilted state to the normal running state, the first lever 9 and the second lever 17 are in a state where their relative displacement is restrained as described above. The hook portion 12 of the main hook 8, which had been forcibly displaced to the right, is displaced to a position below the engagement pin 7 on the right side of the vertical line B. Then, when the cab is lowered, the second lever 17 is
The left end of the bracket contacts the top surface 28 of the bracket 3,
Finally, the second lever 17 rotates clockwise against the spring force of the second spring 25, and the engagement protrusion 21 of the first lever 9 disengages from the hole 22, and the first
Operation using the operating rod 30 becomes possible. Thus, when the first lever 9 is rotated counterclockwise around the pin 10 by the operating force of the first operating rod 30 in the direction opposite to the arrow A, the main hook 8 is moved by the first spring 16.
engages with the engagement/disengagement pin 7 while being biased by the spring force of
The cab lock operation is completed. In addition, during the above-mentioned operation process, the sub hook 23 is brought into a state where it can be engaged with the bracket 3 while the hook portion 26 slides into contact with the left end portion 27 of the bracket 3 due to the cam shape effect and the spring force of the second spring 25. However, instead of this, the sub hook may be manually engaged and disengaged using the second operating rod 31. In the above description, one end of the second spring 25 is engaged with the second lever, and the other end of the second spring 25 is engaged with the sub hook 23, but it may be engaged with the back panel of the cab. Further, although the buffer member 29 is provided on the engagement/disengagement arm 5 side, it may be interposed between the arm and the engagement/disengagement bracket 3.

According to the present invention, only when the cab tilts when the main hook 8 is disengaged from the engagement section 7 of the engagement arm 5 against the spring force of the first spring 16, the restraining force of the rotation prevention section 20 by the stopper section 19 is applied. is released, and the engaging portion 21 of the first lever 9, which is rotationally displaced in the same direction as the main hook, engages with the engaged portion 22 of the second lever 17, which is rotationally displaced by the spring force of the second spring 25. Since the hook part 12 of the main hook is forcibly displaced to a position deviated from the vertical direction line B passing through the engaging/disengaging part 7 of the engaging/disengaging arm 5, the cab should not fall from the tilted state to the running position. Even if the main hook 8
It is possible to avoid interference between the locking and disengaging portions 7, and furthermore prevent damage to both parts, which is what is called an empty lock at the time of tilt-down.Furthermore, a buffer member is provided on the locking and disengaging arm, and this can be applied to the locking and disengaging bracket. Since it is configured so that it can be connected, even if an upward impact force is applied from the main hook to the engaging/disengaging arm via the engaging/disengaging portion, the impact force is alleviated by the elastic deformation of the buffer member. This improves cab riding comfort,
In addition, the main hook, first lever, second lever, sub hook, engagement bracket, etc. are concentrated in one place on the cab back panel, which simplifies the structure and makes the entire device more compact. The weight is reduced, which in turn reduces costs.Furthermore, the cab can be tilted safely and reliably by operating both the main and sub hooks, making maintenance work more efficient.

[Brief explanation of the drawing]

The drawing is a front view of an embodiment of the present invention. 3; engagement and disengagement bracket, 5; engagement and disengagement arm, 8; main hook, 9; first lever, 16; first spring, 17;
Second lever, 25; Second spring, 29; Buffer member.

Claims (1)

[Scope of utility model registration request] A first lever that is pivotally attached to the cab back panel and has a stopper portion and an engaging portion; a main hook that is pivotally attached to the first lever and has a hook portion; and a main hook that is pivotally attached to the panel and engages the stopper portion during normal driving. a second lever formed with a rotation prevention part that can be fitted together and an engaged part that can be engaged with the engaging part when the cab is tilted; a secondary hook that is pivotally connected to the panel; An engaging/disengaging bracket formed to be able to be connected to the main hook, an engaging/disengaging arm having one end pivotally connected to the engaging/disengaging bracket and having an engaging/disengaging portion formed at the other end that engages and disengages from the hook portion of the main hook, the engaging/disengaging arm, or the above-mentioned engaging/disengaging arm. a buffer member provided on either one of the brackets and formed so that the engaging/disengaging arm and the engaging/disengaging bracket can come into elastic contact; and a buffer member interposed between the first lever and the main hook so as to keep the main hook above the main hook at all times. A first spring biased to rotate in the direction of the engagement/disengagement portion, and a first spring interposed between the second lever and the sub hook or the panel so as to keep the sub hook and the second lever in constant contact with the engagement/disengagement bracket. A second spring biasing the rotation is provided, and only when the main hook is disengaged from the engagement section of the engagement and disengagement arm against the spring force of the first spring, the rotation prevention section is prevented by the stopper section. When the restraining force is released, the engaging portion of the first lever, which is rotationally displaced in the same direction as the main hook, engages with the engaged portion of the second lever, which is rotationally displaced by the spring force of the second spring. A tilt lock device for a cab, characterized in that the hook part of the hook is forcibly displaced to a position offset from a vertical line passing through the engaging part of the engaging/disengaging arm.