JP2006341801A - Locking mechanism for cab - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a locking mechanism provided with sufficient engagement force for fixing a cab to a chassis in which operation force of an operation lever is not largely varied from starting engagement of a main hook to completion. <P>SOLUTION: The locking mechanism 1 provided on a rear part of the cab 200 is provided with the main hook 2, a main lever 3 and a link mechanism 4. The main hook 2 is engaged with a main anchor 106 and retains the state that mount pads 108a, 108b are compressed by an abutment member 109. The main lever 3 moves the main hook 2 from a release position Q2 removed from the main anchor 106 to an engagement position Q1 for compressing the mount pads 108a, 108b by manual operation. The link mechanism 4 gradually increases a variation ratio of an operation amount of the main lever 3 than a variation ratio of a compression amount S of the mount pads 108a, 108b as the main lever 3 is operated in a direction that the compression amount S of the mount pads 108a, 108b is increased. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a lock mechanism for fixing a cab to a chassis side in a tilt-down state in which a cab that can be tilted forward of a vehicle is installed at a fixed position.

  There is a vehicle such as a so-called cab-over type truck in which a cab is disposed above an engine and a transmission. This type of vehicle includes a tilt mechanism that tilts the cab forward with a hinge provided at the front of the cab as a fulcrum, and a lock mechanism that fixes the cab to the vehicle body side during normal times. Some tilt mechanisms and lock mechanisms are manually operated according to the size of the cab, and some include an electric device, a hydraulic device, and the like.

  As shown in Patent Document 1, the cab is held by a support device having elasticity with respect to the chassis in consideration of the ride comfort of the occupant. The support device includes a rubber pad on the chassis side with a contact surface arranged in a V shape when viewed from the front of the vehicle, and includes a contact member on the cab side that contacts the rubber pad on the surface. When the cab is tilted forward by the tilt mechanism, the contact member is separated from the rubber pad.

The lock mechanism is provided in the vicinity of the abutment portion on the cab side, and is a hook that engages with an anchor provided on the chassis side of the vehicle so that the abutment member does not lift from the rubber pad in the tilted down state when the cab is lowered. Is provided. In Patent Document 1, engagement and release of the hook are operated by a manual lever.
Japanese Patent No. 330833

  The lock mechanism has a tightening allowance for further compressing the rubber pad from a state in which the contact member is in contact with the rubber pad in order to prevent the contact member provided on the cab side from floating from the rubber pad during operation. ing. In order to improve the stability of the vehicle with respect to traveling conditions, a high coupling force is also required for the lock mechanism provided on the rear side of the cab. The coupling force of the locking mechanism largely depends on the elastic coefficient of the rubber pad, the spring constant, and the size of the fastening allowance. Therefore, when the engagement force required for the lock mechanism is increased, the operation force required for operating the lock mechanism is naturally increased.

  When the cab is large and the cab is so heavy that it cannot be easily tilted manually, an electric device or a hydraulic device is employed for the tilt mechanism. In this case, the lock mechanism is often provided so as to be operated by an electric device or a hydraulic device. Therefore, an electric device or a hydraulic device having a sufficient driving force that can be tightened against the elastic force of the rubber pad is often applied to such a vehicle locking mechanism.

  However, when the cab is light enough to be tilted manually, a manual tilt mechanism and a lock mechanism are often employed from the viewpoint of cost. When the lock mechanism is manually operated, the operation force required until the hook of the lock mechanism is completely engaged with the anchor provided on the chassis side gradually increases as the rubber pad is compressed. Further, when the engagement force required for the lock mechanism is increased, not only the operation force is increased, but also the lever suddenly rebounds with the same force applied when the lock mechanism is engaged in the initial stage of releasing the lock mechanism. There is a fear, operability is bad.

  Therefore, the present invention provides a lock mechanism that has a sufficient engagement force for fixing the cab to the chassis and that does not greatly change the operation force of the operation lever from the start to the end of the engagement of the main hook.

  The lock mechanism according to the present invention is provided at a rear portion of a cab that can be tilted forward of the vehicle with a hinge provided near the front of the vehicle as a fulcrum. This locking mechanism engages with the main anchor provided on the chassis side of the vehicle, compresses the pad of the elastic member provided on the chassis side with the contact member provided on the cab side, and restrains the cab on the chassis side. Assuming that The lock mechanism includes a main hook, a main lever, and a link mechanism. The main hook is engaged with the main anchor and holds the pad compressed by the contact member. The main lever moves the main hook by manual operation from the release position released from the main anchor to the engagement position for compressing the pad. The link mechanism gradually increases the change rate of the operation amount of the main lever as compared with the change rate of the compression amount of the pad as the main lever is operated in the direction in which the compression amount of the pad increases.

  In this case, the lock mechanism pivotally supports the main lever on a main lever shaft provided in the cab, and the link mechanism is constituted by a connecting rod, a link plate, and an arm. The connecting rod has one end connected to the main hook and the other end guided to the vicinity of the main lever. The link plate is pivotally supported by a link shaft provided in the cab, and one rotation arm is connected to the other end of the connecting rod, and the cam portion whose radial distance changes from the link shaft is the other rotation. It is formed on the arm. The arm has a sliding portion that engages with the cam portion, and rotates integrally with the main lever around the main lever shaft. When the main lever is rotated in a direction to move the main hook from the release position toward the engagement position, the sliding part is separated from the link shaft from the near end of the cam part on the side close to the link shaft. The cam portion is moved toward the far end of the cam portion on the side.

  Further, the link mechanism is configured such that the connecting rod is operated while the main lever is manually operated in a direction in which the main hook is moved from the release position toward the engagement position until the main hook contacts the main anchor from the release position. The amount of movement of the main lever is reduced relative to the amount of movement of the main lever, and the amount of movement of the main lever is increased relative to the amount of movement of the connecting rod while the main hook moves to the engagement position after contacting the main anchor. It is preferable.

  In the lock mechanism, it is also preferable that the main lever is pivotally supported on a main lever shaft provided in the cab, and the link mechanism is constituted by a link plate, a connecting rod, and a rod guide. The link plate has a cam portion whose radial distance around the main lever shaft changes, and rotates integrally with the main lever. One end of the connecting rod is connected to the main hook, and the other end is slidably connected to the cam portion. The rod guide is attached to the cab and guides the connecting rod along the extending direction of the connecting rod. When the main lever is rotated in the direction in which the main hook is moved from the release position toward the engagement position, the other end of the connecting rod is moved from the far portion of the cam portion on the side away from the main lever shaft to the main lever. It moves along the cam part toward the vicinity of the cam part on the side close to the shaft.

  According to the lock mechanism of the present invention, when operating the main lever in the direction of moving from the main hook release position to the engagement position, the pad of the elastic member provided on the chassis side by the contact member provided on the cab of the vehicle A link mechanism that gradually increases the rate of change of the operation amount of the main lever than the rate of change for compressing the main lever.

  In order to engage the main hook with the main anchor, a sufficient operating force for compressing the pad is required. At this time, the reaction force of the pad of the elastic member increases as it is compressed. The lock mechanism has a link mechanism that gradually increases the increase rate of the main lever operation amount than the pad compression amount increase rate. An increase in force can be suppressed.

  That is, from the start to the completion of the engagement of the main hook, it is possible to suppress a sudden increase in the operating force of the main lever as the pad is compressed. Therefore, by applying this lock mechanism, the operability of the lock mechanism is not impaired even when the restraining force for fixing the cab to the chassis is increased.

  The locking mechanism 1 according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 10 by taking as an example a case where it is applied to a cab-over type track 100. For convenience of explanation, front, rear, right, left, upper, and lower are defined based on the traveling direction of the vehicle and the direction of gravity.

  The cab 200 of the truck 100 is connected to the chassis 101 side by a hinge provided near the front of the vehicle. A part of the engine or transmission 102 is disposed under the cab 200. When maintenance of the engine and transmission 102 is performed, the cab 200 is tilted forward of the vehicle with the hinge as a fulcrum.

  The truck 100 includes a cab bridge 103 that rises upward from a position near the front of the chassis 101 so as to straddle the transmission 102, and a floating bar supported by floating mechanisms 104a and 104b provided on the left and right shoulders of the cab bridge 103. 105. As shown in FIG. 2, a main anchor 106 and a mount bracket 107 are provided at the center of the floating bar 105 arranged along the vehicle width direction.

  The mount bracket 107 is mounted with elastic mount pads 108a and 108b in a V shape when viewed from the front of the vehicle. A contact member 109 formed so as to contact each of the mount pads 108a and 108b is attached to the cab 200 side. Buffer rubbers 110a and 110b are attached to the upper portions of the left and right ends of the floating bar 105 shown in FIG. Bottom brackets 111a and 111b are provided at lower rear positions of the cab 200 corresponding to the buffer rubbers 110a and 110b.

  In a steady state, in order to firmly restrain the cab 200 on the chassis 101 side, the lock mechanism 1 is attached to the rear portion of the cab 200 as shown in FIG. As shown in FIG. 2, the lock mechanism 1 restrains the cab 200 to the chassis 101 side with a sufficient restraining force to compress the mount pads 108 a and 108 b by being sandwiched between the mount bracket 107 and the contact member 109.

  The lock mechanism 1 includes a main hook 2, a main lever 3, a link mechanism 4, a sub hook 5, and a sub hook lever 6. The link mechanism 4 includes a connecting rod 41, a link plate 42, and an arm 43.

  As shown in FIG. 3, the main hook 2 is configured by connecting a swing arm 21 and a hook 22 to each other with a main hook pin 23. FIG. 2 shows a state where the main hook 2 is in the engagement position Q1. FIG. 6 shows a state where the main hook 2 is in the release position Q2. A base end 21 a of the swing arm 21 is pivotally supported by a main shaft 24 provided in the cab 200. A main hook arm 25 that rotates integrally with the swing arm 21 extends from the main shaft 24 to the side opposite to the side where the hook 22 is located.

  A tension spring 26 is attached between the front end of the main hook arm 25 and an intermediate portion of the hook 22 so as to cross between the main hook pin 23 and the main shaft 24. By this tension spring 26, the swing arm 21 and the hook 22 are urged in the approaching direction.

  The hook 22 has an arcuate shape. A hook drive pin 27 and a holding pin 28 are attached to the outer peripheral side of the curved hook 22. When the hook 22 is in the release position Q2 shown in FIG. 6, the hook drive pin 27 is in sliding contact with the hook release guide 7 provided on the cab 200 side.

  In the vicinity of the hook opening guide 7 on the cab 200 side, a safety lever 8 is rotatably supported. 6 and 8, the safety lever 8 is urged counterclockwise by a torsion coil spring 81. The lower end 8a of the safety lever 8 comes into contact with a guide 82 provided on the floating bar 105 as shown in FIGS. 2, 6 and 8, with the cab 200 tilted down to a fixed position. The upper end 8b of the safety lever 8 is bent in a bowl shape, and engages with the holding pin 28 when the cab 200 is tilted up with the main hook 2 in the release position Q2. The main hook 2 is held at the release position Q2 by the safety lever 8 until the cab 200 is returned to the home position.

  The distance between the center of the main anchor 106 and the main shaft 24 engaged with the tip 22a of the hook 22 at the engagement position Q1 shown in FIG. 2 and FIG. It is shorter than the center-to-center distance between the main anchor 106 and the main shaft 24 when the contact member 109 is in contact with 108b.

  That is, when the main hook 2 is located at the engagement position Q1, the mount pads 108a and 108b are compressed against the elastic force, and the distance between the centers of the main anchor 106 and the main shaft 24 is reduced. As a result, the lock mechanism 1 generates a restraining force that holds the cab 200 on the chassis 101 side.

  The connecting rod 41 is formed so that the end of the round pipe is flat. One end 41 a of the connecting rod 41 is connected to an intermediate portion of the swing arm 21 between the main hook pin 23 and the main shaft 24, and the other end 41 b is guided to the vicinity of the main lever 3.

  The main lever 3 is pivotally supported by a main lever shaft 31 provided in the cab 200. A main lever bracket 32 that restricts the rotation range of the main lever 3 around the main lever shaft 31 is attached to the cab 200 side. A state in which the main lever 3 is at the lock position P1 is shown by a solid line in FIGS. FIG. 5 shows a state where the main lever 3 is at the unlock position P2.

  The link plate 42 is pivotally supported by a link shaft 44 provided in the cab 200. One rotating arm 42a of the link plate 42 is connected to the other end 41b of the connecting rod 41, and the other rotating arm 42b has a cam portion 42c. As shown in FIGS. 2 and 5, the cam portion 42 c is a long hole whose radial distance from the link shaft 44 changes.

  The arm 43 is provided so as to rotate integrally with the main lever 3 around the main lever shaft 31, and includes a sliding portion 43a at the rotation end. The sliding portion 43a is inserted into the cam portion 42c, and moves along the cam portion 42c when the main lever 3 is operated.

  The sub hook 5 is provided in order to prevent the cab 200 from jumping up against the operator's will when the main hook 2 is released as shown in FIG. The base end of the sub hook 5 is supported so as to be rotatable around a sub hook shaft 52 provided on the cab 200 side. The tip of the sub hook 5 engages with a sub anchor 112 provided on the floating bar 105 in a state where the abutting member 109 is in contact with the mount pads 108a and 108b.

  The sub hook 5 has a jaw portion 51 pivotally attached to the tip 5a. The jaw 51 is formed so as to surround the sub-anchor 112 together with the tip of the sub-hook 5. The sub hook lever 6 is provided to rotate the jaw 51 to open a part surrounding the sub anchor 112 and to release the sub hook 5 from the sub anchor 112. The grip portion 6a of the sub hook lever 6 is disposed in the vicinity of the main lever 3, and the tip 6b is connected to the jaw portion 51 through a long hole 5b provided in the sub hook 5 as shown in FIG.

  As shown in FIGS. 6 and 8, the sub-hook 5 is urged in a direction to engage with the sub-anchor 112 by a sub-hook spring 53 inserted on the sub-hook shaft 52. Further, a return spring 54 that urges the sub hook lever 6 in the direction of pulling inward in the width direction of the vehicle is hung between the tip 6 b of the sub hook lever 6 and the mount bracket 107. Since the return spring 54 is hung on the tip 6b of the sub hook lever 6, the jaw 51 is rotated to urge the gap between the tip 5a of the sub hook 5 and the tip of the jaw 51 in the closing direction.

  When the sub-hook lever 6 is pulled toward the outside of the vehicle, first, the jaw portion 51 is rotated, and a gap through which the sub-anchor 112 can pass is opened between the tip 5 a of the sub-hook 5. When the sub hook lever 6 is further pulled outward in the width direction of the vehicle, the sub hook 5 is detached from the sub anchor 112. When the sub hook lever 6 is operated in a state where the main hook 2 is released, the sub hook 5 is also released. As a result, the cab 200 can be tilted up with the hinge as a fulcrum.

  Next, an operation for engaging the lock mechanism 1 will be described. When the main lever 3 is at the unlock position P2 shown in FIG. 5, the sliding portion 43a of the arm 43 is connected to the link plate 42 at the near end portion 42d of the cam portion 42c on the side close to the link shaft 44. The main hook 2 is located at a release position Q2 away from the main anchor 106 as shown in FIG.

  The state shown in FIG. 6 is a state in which the cab 200 is tilted down to a position where the contact member 109 contacts the mount pads 108a and 108b. In the state shown in FIG. 6, since the sub hook 5 is engaged with the sub anchor 112, the cab 200 is not tilted up carelessly. Further, the safety lever 8 is released from the holding pin 28 of the hook 22 by a guide 82.

  When the main lever 3 is slightly rotated from the unlock position P2 shown in FIG. 5 to the state shown in FIG. 7, the main hook 2 is greatly moved from the release position Q2 shown in FIG. 6 to the state shown in FIG. Change. When the main lever 3 is rotated to the tightening start position P3 indicated by the two-dot chain line in FIG. 9, the main hook 2 has the tip 22a of the hook 22 as the main anchor 106 as shown by the two-dot chain line in FIG. It is located at the abutting position Q3 that abuts. In the state where the main hook 2 is in the contact position Q3, the sliding portion 43a of the arm 43 is still connected to the link plate 42 at a position near the near end portion 42d of the cam portion 42c.

  When the main lever 3 is moved from the tightening start position P3 to the lock position P1 indicated by the solid line in FIG. 9, the main hook 2 is moved from the contact position Q3 to the engagement position Q1 indicated by the solid line in FIG. At this time, since the main hook 2 reduces the distance between the main anchor 106 and the main shaft 24, the mount pads 108a and 108b are sandwiched between the mount bracket 107 and the contact member 109 and compressed. The reaction force generated by the mount pads 108a and 108b is proportional to the compression amount S. Therefore, as the main hook 2 approaches the engagement position Q1, the driving force required to move the main hook 2 increases.

  On the other hand, as the main lever 3 rotates from the tightening start position P3 to the lock position P1, the connection position between the sliding portion 43a of the arm 43 and the link plate 42 is closer to the near end portion 42d of the cam portion 42c. To the far end 42e. The amount of work for moving the main hook 2 from the release position Q2 to the engagement position Q1 does not depend on the path.

  Accordingly, the distance from the sliding portion 43a of the arm 43, which is the connecting portion between the main lever 3 and the link plate 42, to the link shaft 44 gradually increases, so that the link plate 42 is rotated a certain amount around the link shaft 44. The amount of rotation of the main lever 3 that is required for the movement is increased, and the operating force of the main lever 3 is reduced.

  In the present embodiment, the amount of movement of the connecting rod 41 in the vehicle width direction in order to move the main hook 2 from the release position Q2 to the engagement position Q1 is such that the main hook 2 is moved from the release position Q2 to the contact position Q3. The movement is almost the same as the movement from the contact position Q3 to the engagement position Q1.

  Thus, the lock mechanism 1 of the present embodiment is provided with the link mechanism 4 so that the operation amount of the main lever 3 gradually increases with respect to the movement amount of the connecting rod 41. That is, as the main lever 3 is operated in the direction in which the compression amount S of the mount pads 108a and 108b increases, the change rate of the operation amount of the main lever 3 gradually increases from the change rate of the compression amount S of the mount pads 108a and 108b. Become bigger.

  Therefore, it is possible to suppress an increase in the operating force of the main lever 3 required as the force required to compress the mount pads 108a and 108b increases.

  Further, since the main hook 2 is urged by the tension spring 26 from the release position Q2 to the contact position Q3, the operation amount of the main lever 3 for moving the main hook 2 from the release position Q2 to the contact position Q3. And the operation amount from the contact position Q3 to the engagement position Q1 is increased. By doing so, the operating force from the tightening start position P3 to the lock position P1 can be reduced without changing the movement range of the main lever 3.

  When the lock mechanism 1 is released to tilt up the cab 200, the main lever 3 can be operated with a small operating force, and the main lever does not rebound suddenly due to the reaction force of the mount pads 108a and 108b. . The above-described effect by the lock mechanism 1 is particularly noticeable when the restraining force of the cab 200 on the chassis 101 is increased.

  A lock mechanism 1a according to a second embodiment of the present invention will be described with reference to FIGS. In addition, the lock mechanism 1a of this embodiment differs in the structure of the lock mechanism 1 and the link mechanism 4a as described in 1st Embodiment, and the other structure is the same. Therefore, the configuration other than the link mechanism 4a is referred to the description of the first embodiment and the drawings, and the description here is omitted. 11 and 12, the same configuration as the configuration of the lock mechanism 1 described in the first embodiment and the configuration having the same function are denoted by the same reference numerals and description thereof is omitted.

  The link mechanism 4a of the lock mechanism 1a includes a connecting rod 41, a link plate 45, and a rod guide 46. The link plate 45 rotates together with the main lever 3 around the main lever shaft 31. The link plate 45 has a cam portion 45a in which the radial distance around the main lever shaft 31 changes.

  One end 41 a of the connecting rod 41 is connected to an intermediate portion of the swing arm 21 of the main hook 2, and the other end 41 b is connected to a cam portion 45 a of the link plate 45 with a sliding roller 47 attached. The rod guide 46 is a U-bolt, for example, and is fixed to the cab 200 side so as to hold a portion near the other end 41b of the connecting rod 41.

  As shown in FIG. 11, when the main lever 3 is in the unlock position P2, the other end 41b of the connecting rod 41 is connected to the link plate 45 at the far portion 45b of the cam portion 45a on the side away from the main lever shaft 31. They are connected via a sliding roller 47. As shown in FIG. 12, when the main lever 3 is in the lock position P1, the other end 41b of the connecting rod 41 slides with the link plate 45 at the near portion 45c of the cam portion 45a on the side close to the main lever shaft 31. It is connected via a roller 47. Moreover, the main lever 3 marked with the dashed-two dotted line in FIG. 12 shows the state which exists in the tightening start position P3.

  In the lock mechanism 1 a configured as described above, when the main lever 3 is rotated from the unlock position P <b> 2 to the lock position P <b> 1, the other end 41 b of the connecting rod 41 is circumferential with the main lever shaft 31 as the center. To receive power. At this time, the connecting rod 41 is supported by the rod guide 46.

  Therefore, the connecting portion between the other end 41b of the connecting rod 41 and the link plate 45 is located near the distant portion 45b of the cam portion 45a as the main lever 3 is operated from the unlock position P2 to the lock position P1. Move to 45c. That is, the connecting rod 41 moves toward the outside of the vehicle along the vehicle width direction. Then, the main hook 2 connected via the link mechanism 4a moves from the release position Q2 to the engagement position Q1.

  11 and 12, the amount of movement of the connecting rod 41 while the main lever 3 moves from the unlock position P2 to the tightening start position P3, and the main lever 3 from the tightening start position P3. While the amount of movement of the connecting rod 41 during the movement to the lock position P1 is substantially the same, the tightening start position P3 is larger than the amount of movement of the main lever 3 from the unlock position P2 to the tightening start position P3. The amount of movement from 1 to the lock position P1 is set larger.

  That is, while the main hook 2 moves from the release position Q <b> 2 until it contacts the main anchor 106, the amount of movement of the main lever 3 relative to the amount of movement of the connecting rod 41 is small, and after the main hook 2 contacts the main anchor 106. While moving to the engagement position Q1, the amount of movement of the main lever 3 with respect to the amount of movement of the connecting rod 41 increases.

  With the above configuration, when the main lever 3 is manually moved from the tightening start position P3 to the lock position P1, the connection position of the connection rod 41 and the link plate 45 moves in a direction approaching the main lever shaft 31. To do. As a result, it is offset that the driving force required to compress the mount pads 108a and 108b increases in proportion to the compression amount S, and the operating force of the main lever 3 can be prevented from greatly fluctuating.

  The rod guide 46 in FIGS. 11 and 12 is intended to support the other end 41b of the connecting rod 41 so as not to move greatly in the vertical direction by operating the main lever 3. Therefore, it is not limited to the U bolt, but may be a pair of pins that support the upper side and the lower side of the connecting rod 41, and a roller or a pad that improves slidability may be attached to the pins.

  The cam portion 42c of the link plate 42 in the first embodiment and the cam portion 45a of the link plate 45 in the second embodiment are not limited to the shapes shown in FIGS. 2, 5, 7, 9, 11, and 12, If the main lever 3 is operated from the unlock position P2 toward the lock position P1, the other end 41b of the connecting rod 41 is moved in a direction approaching the main lever shaft 31, so that a straight line or an involute It may be a curved line or a free curve.

The perspective view which looked at the track provided with the locking mechanism of a 1st embodiment concerning the present invention from the left rear. The front view which shows the locking mechanism shown in FIG. Sectional drawing of the locking mechanism shown along the F3-F3 line which passes along the center of the main hook pin in FIG. 2, a main shaft, and a main anchor. Sectional drawing of the locking mechanism shown along the F4-F4 line which passes along the center of a sub hook shaft and a sub anchor in FIG. The front view of the state in which the main lever of the locking mechanism shown in FIG. 2 exists in an unlocking position. The front view of the state in which the main hook of the lock mechanism shown in FIG. 2 exists in a cancellation | release position. The front view of the state which moved the main lever of the locking mechanism shown in FIG. 2 slightly from the unlocking position. The front view of the state which the main hook of the lock mechanism shown in FIG. 2 moved corresponding to the main lever shown in FIG. The front view which shows the state in which the main lever of the lock mechanism shown in FIG. 2 exists in the tightening start position with a dashed-two dotted line, and shows the state which exists in a lock position with a continuous line. The front view which shows the state which the main hook of the lock mechanism shown in FIG. 2 exists in a contact position with a dashed-two dotted line, and shows the state which exists in an engagement position with a continuous line. The front view which looked at the state in which the main lever of the locking mechanism of 2nd Embodiment which concerns on this invention exists in an unlock position from the back of a cab. The front view which shows the state in which the main lever of the lock mechanism shown in FIG. 11 exists in the tightening start position with a dashed-two dotted line, and shows the state which exists in a lock position with a continuous line.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 1a ... Lock mechanism, 2 ... Main hook, 3 ... Main lever, 4 ... Link mechanism, 31 ... Main lever shaft, 41 ... Connecting rod, 42, 45 ... Link plate, 42c, 45a ... Cam part, 43 ... Arm 101 ... Chassis, 106 ... Main anchor, 108a, 108b ... Mount pad (pad of elastic member), 109 ... Abutting member, 200 ... Cab, P1 ... Lock position, P2 ... Unlock position, Q1 ... Engagement position, Q2: Release position, S: Compression amount.

Claims (4)

A hinge provided on the front side of the vehicle is provided at the rear of the cab that can be tilted forward of the vehicle with a fulcrum as a fulcrum, and by engaging with a main anchor provided on the chassis side of the vehicle, A lock mechanism that compresses a pad of an elastic member provided on the chassis side with a contact member provided and restrains the cab on the chassis side;
A main hook that is engaged with the main anchor and holds the pad compressed by the contact member;
A main lever for manually moving the main hook from a release position removed from the main anchor to an engagement position for compressing the pad;
A link mechanism that gradually increases a change rate of the operation amount of the main lever as compared to a change rate of the compression amount of the pad as the main lever is operated in a direction in which the compression amount of the pad increases. A lock mechanism. The main lever is pivotally supported by a main lever shaft provided in the cab,
The link mechanism is
A connecting rod having one end connected to the main hook and the other end led to the vicinity of the main lever;
One rotating arm is pivotally supported by a link shaft provided in the cab and the other end of the connecting rod is connected, and a cam portion whose radial distance changes from the link shaft is formed in the other rotating arm. Linked plate,
An arm that has a sliding portion that engages with the cam portion and rotates integrally with the main lever around the main lever shaft;
When the main lever is rotated in a direction in which the main hook is moved from the release position toward the engagement position, the sliding portion is a proximal end portion of the cam portion on the side close to the link shaft. The lock mechanism according to claim 1, wherein the cam portion is moved toward a far end portion of the cam portion on a side away from the link shaft. The link mechanism is operated while the main lever is operated from the release position toward the engagement position.
Until the main hook comes into contact with the main anchor from the release position, the movement amount of the main lever relative to the movement amount of the connecting rod is reduced,
The amount of movement of the main lever relative to the amount of movement of the connecting rod is increased between the time when the main hook contacts the main anchor and the time when the main hook moves to the engagement position. Locking mechanism. The main lever is pivotally supported by a main lever shaft provided in the cab,
The link mechanism is
A link plate having a cam portion whose radial distance around the main lever shaft changes, and rotating integrally with the main lever;
A connecting rod having one end connected to the main hook and the other end slidably connected to the cam portion;
A rod guide attached to the cab for guiding the connecting rod along a direction in which the connecting rod extends;
When rotating the main lever in a direction to move the main hook from the release position toward the engagement position,
The other end of the connecting rod moves along the cam portion from a far portion of the cam portion on the side away from the main lever shaft toward a near portion of the cam portion on the side close to the main lever shaft. The lock mechanism according to claim 1.

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