JP4822111B2 - Vehicle cab lock structure - Google Patents

Description

  The present invention relates to a cab lock structure for locking a tiltable cab to a chassis side.

  Generally, a cab-over type vehicle having a cab that can be tilted about a tilt axis on the front end side is provided with a cab block structure for securely and firmly locking a non-tilted cab to the chassis side. .

  Further, in the case of a cab-over type vehicle capable of tilting, at the time of a vehicle collision such as a frontal collision, a rotational force about the front tilt axis acts, and a forward upward force acts on the rear of the cab. In order to prevent the cab from falling forward due to the forward upward force, a cab block structure provided with a separate hook member has been proposed (see Japanese Patent Nos. 2956819 and 3235945).

Japanese Patent No. 2956819 Japanese Patent No. 3235945

  However, when a hook member is separately provided for the cab lock structure, the number of parts increases and the assembly process increases.

  Therefore, an object of the present invention is to provide a cab block structure that can reliably prevent the cab from falling forward at the time of a vehicle collision without increasing the number of parts and the number of assembling steps.

  In order to solve the above-described problems, the present invention provides a cab over type vehicle cab block device that locks a rear end portion of a cab that can be tilted about a front end portion to a chassis side in a non-tilt state. A cab lock bracket, a cab lock hook, a bracket side engagement portion, and a striker side engagement portion.

  The striker is fixed to the chassis side, and the cab lock hook is fixed to the rear end of the cab. The cab lock hook is movably supported with respect to the cab lock bracket, and moves at least between the initial position and the lock position in conjunction with the movement of the cab lock lever. When the cab is in a non-tilt state, the cab lock hook engages with the striker at the locked position to lock the cab to the chassis side, and at the initial position, the cab lock hook is released from the striker and unlocks the cab to the chassis side.

The bracket side engaging portion is provided on the cab lock bracket and faces the rear portion of the striker in a state where the cab lock hook and the striker are engaged. Striker side engagement portion is provided at the rear of the striker, during the movement of the falling way direction before non tilt state cab, it engages the bracket side engaging portion for regulating the movement of the cab.

  In the above configuration, when the non-tilted cab is locked to the chassis side, the cab lock lever is operated in the locking direction. At this time, the cab lock hook moves from the initial position to the lock position in the locking direction, and engages with the striker fixed on the chassis side from below. As a result, the cab is securely and securely locked to the chassis side.

  Conversely, to unlock the cab, operate the cab lock lever in the unlocking direction. At this time, the cab lock hook moves in the unlocking direction from the lock position to the initial position, and comes off the striker. As a result, the lock between the cab and the chassis side is released.

  When the cab is locked to the chassis side, the bracket side engaging portion of the cab block bracket faces the striker side engaging portion at the rear of the striker. For this reason, when the cab starts moving in the forward tilt direction at the time of a vehicle collision, the bracket side engaging portion immediately engages with the striker side engaging portion to restrict the movement of the cab. Here, since the bracket side engaging part is a part of the cab block bracket and the striker side engaging part is a part of the striker, the total number of parts does not increase. Therefore, it is possible to prevent the cab from falling forward during a vehicle collision by engaging the bracket side engaging portion and the striker side engaging portion without increasing the number of parts and the number of assembling steps.

  The cab block bracket may have a bracket side reinforcing member that reinforces the bracket side engaging portion.

  In the above configuration, since the bracket side engaging portion is reinforced by the bracket side reinforcing member, the bracket side engaging portion is prevented from being damaged at the time of engagement with the striker side engaging portion, and the engagement state of both is maintained. This can surely prevent the cab from falling forward.

  The striker may have a striker side reinforcing member that reinforces the striker side engaging portion.

  In the above configuration, since the striker side engaging portion is reinforced by the striker side reinforcing member, the striker side engaging portion is prevented from being damaged during the engagement with the bracket side engaging portion, and the engagement state of both is maintained. This can surely prevent the cab from falling forward.

Further, the cab lock structure includes a rubber portion fixed to the chassis side, a connecting shaft that passes through the rubber portion, and connects and fixes the striker to the rubber portion, an engagement rod that extends from the connecting shaft, and a chassis. And a rod insertion hole provided on the side and into which the tip of the engagement rod is loosely fitted. The tip of the engagement rod, upon moving to fall way direction before the striker to restrict the movement of the striker engaged with the rod insertion hole.

In the above configuration, at the time of engagement between the bracket side engaging portion and the striker side engaging portion, the engaging rod movement to fall way direction before the striker is prevented, maintaining both engagement state of This can more reliably prevent the cab from falling forward.

  According to the present invention, it is possible to prevent the cab from falling forward during a vehicle collision without causing an increase in the number of parts and the number of assembling steps.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings.

  1 is an external perspective view showing a rear structure of a cab of a cab overtrack having a cab block structure according to the present embodiment, FIG. 2 is a rear view of the cab block structure of FIG. 1, and FIG. 3 is a cab block structure of FIG. 4 is an exploded perspective view of the cab block structure of FIG. 3, FIG. 5 is a side sectional view of the cab block structure of FIG. 2, FIG. 6 is an exploded perspective view of the cab block device of FIG. It is a perspective view which shows the state which assembled the cablock apparatus of 6. FIG. In the figure, FR indicates the front of the vehicle, and UP indicates the upper side of the vehicle.

  The vehicle shown in FIG. 1 is a cab overtrack in which the front end side of the cab 1 is supported so as to be tiltable about a tilt axis (not shown) with respect to the chassis side 2. A cab block device 3 that locks the rear end side of the non-tilted cab 1 to the chassis side 2 is fixed to the left and right sides of the rear surface 1a of the cab 1 in the vehicle width direction. Further, strikers 4 are respectively fixed to the left and right sides of the chassis side 2 corresponding to the respective cab lock devices 3.

  A cab lock lever 8 is provided on one side of the rear surface 1a of the cab 1 in the vehicle width direction (the left side in FIG. 1 in this embodiment). One end side (the upper end side in FIG. 1) of the cab lock lever 8 is rotatably supported with respect to the cab 1. One end side of the cab lock lever 8 and a link 11 of a cab lock device 3 to be described later are connected via a rod 9 extending along the vehicle width direction. When the other end side (the lower end side in FIG. 1) of the cab lock lever 8 is rotated inward in the vehicle width direction (the right side in FIG. 1), the rod 9 moves in the locking direction (the left direction in FIG. 1). When rotating outward in the width direction (left side in FIG. 1), the rod 9 moves in the unlocking direction (right direction in FIG. 1). It should be noted that the cab 1 side has the lock lever 8 at at least two positions: a lock position where the cab lock device 3 is completely locked and an initial position (lock release position) where the lock state is completely released. A lock lever fixing portion (not shown) that prevents the rotation from being released is provided.

  Since the left and right cab blocks structures (the cab block device 3 and the striker 4) have substantially the same configuration, only one (the right side in FIG. 1) will be described below, and the description of the other will be omitted.

  As shown in FIGS. 2 to 7, a rubber part 50 made of an elastic material such as rubber is connected to the lower part of the cab block device 3, and the rubber part 50 is connected to the lower part of the rubber part 50 and the chassis side 2. A rubber part support bracket 51 supported from below, a connecting shaft 52 penetrating the shaft core of the rubber part 50, and a connecting shaft 52 disposed above the rubber part 50 and a nut 53 screwed thereto are fixed to the rubber part 50. A striker support bracket 54 and an engagement rod 58 extending downward from the connecting shaft 52 are provided.

  The striker 4 includes support plates 5 and 6 that are separated from each other in the vehicle front-rear direction and face each other, and rod-like engagement shafts 7 that connect upper end portions of the support plates 5 and 6. Is fixed to the striker support bracket 54.

A striker side engaging portion 55 that is recessed forward is bent at the lower portion of the rear support plate 6. The striker engaging portion 55 is disposed in front of the bracket side engaging portion 66 of the cab bracket 15 to be described later, the bracket side engaging portion 66 when moving to fall way direction before the cab 1 of a non-tilted Engage to regulate the movement of the cab 1. Moreover, the vehicle width direction both sides of the lower part of the support plates 5 and 6 of the front and back are connected by the reinforcement plates 56 and 57 as striker side reinforcement members arrange | positioned along the vehicle front-back direction. The reinforcing plates 56 and 57 and the support plates 5 and 6 form a closed cross section at the lower part of the striker 4, and the striker side engaging portion 55 is reinforced by the reinforcing plates 56 and 57.

The rubber part support bracket 51 is formed with a rod insertion hole 59 having an inner diameter slightly larger than the shaft diameter of the lower end 58a of the engagement rod 58. The lower end 58 a of the engagement rod 58 is bent forward and loosely fitted in the rod insertion hole 59, and further bent upward on the back side of the rod insertion hole 59. Accordingly, the lower end portion 58a of the engaging rod 58, when moving to the direction how falling forward of the striker 4, restricts the movement of the striker 4 engages the rod insertion hole 59.

  The cab lock device 3 includes a base 10, a link 11, a cab lock hook 12, a spring member 40, and a spacer 41. The link 11 is supported with respect to the base 10 so as to be rotatable in the locking direction and the unlocking direction about the first rotation shaft 17. The cab lock hook 12 is supported so as to be rotatable about the second rotation shaft 24 with respect to the link 11, and is movable in the lock direction and the lock release direction with respect to the base 10. When the link 11 rotates in the lock direction, the cab lock hook 12 also moves in the lock direction. When the link 11 rotates in the lock release direction, the cab lock hook 12 also moves in the lock release direction.

A cab block bracket 15 to which the base 10 is fixed is provided on the back surface 1 a of the cab 1. The cab block bracket 15 is made of a metal plate bent into a substantially frame shape, and the base 10 is fastened and fixed to the cab block bracket 15 in a state where the main portion is accommodated inside the cab block bracket 15. The lower part of the cab block bracket 15 includes a bottom plate portion 60, inclined plate portions 61 and 62 that bend obliquely upward from both ends in the vehicle width direction of the bottom plate portion 60, and rear ends of the bottom plate portion 60 and the inclined plate portions 61 and 62. And flange portions 63, 64, 65 that bend downward from the edge. The bottom plate portion 60 is formed with a striker insertion hole 16 through which the upper portions of the support plate portions 5 and 6 before and after the striker 4 and the engagement shaft 7 are inserted when the cab 1 is not tilted.

The region behind the striker insertion hole 16 and the flange portion 63 bent from the region of the bottom plate portion 60 are engaged with a cab lock hook 12 and an engagement shaft 7 of the striker 4 which will be described later. 7 constitutes a bracket side engaging portion 66 facing the rear portion. The bracket-side engagement portion 66, when moving to fall way direction before the non-tilted cab 1, engaged with the striker engaging portion 55 restricts the movement of the cab 1.

  The bracket-side engaging portion 66 and the bracket-side engaging portion 66 are provided on the inner surface of the rear corner portion of the cab block bracket 15 (the boundary portion between the bottom surface of the bottom plate portion 60 and the inclined plate portions 61 and 62 and the front surface of the flange portions 63, 64, 65). A metal rod-shaped reinforcing member 67 as a bracket-side reinforcing member that reinforces the bracket-side engaging portion 66 by increasing the peripheral thickness is welded.

  The base 10 of the cab lock device 3 has front and rear plate portions (a front plate portion 13 and a rear plate portion 14) which are spaced apart from each other. The front plate portion 13 and the rear plate portion 14 are formed with a first rotation shaft support hole 18 through which a first rotation shaft 17 extending along the vehicle longitudinal direction is inserted and supported. An engagement shaft housing recess 19 that receives the engagement shaft 7 of the striker 4 when the cab 1 is in a non-tilt state is formed in the lower portion of the front plate portion 13.

  The link 11 includes plate-like front and rear link members (front link member 20 and rear link member 21) that are opposed to and spaced apart from each other, and a connecting portion 22 that connects the link members 20 and 21. Between the front and rear plate portions 13 and 14. A first rotation shaft insertion hole 23 through which the first rotation shaft 17 is inserted is formed in an intermediate portion between the front and rear link members 20, 21, and the link 11 has a first rotation shaft with respect to the back surface 1 a of the cab 1. 17 is supported rotatably about the center.

  On one end side (the upper end side in FIG. 6) of the front link member 20 and the rear link member 21, there are formed second rotation shaft support holes 25 through which the second rotation shaft 24 extending along the vehicle longitudinal direction is inserted and supported. Has been. On one end side of the rear link member 21, a rod connecting shaft 27 to which the rod 9 is connected protrudes rearward.

  The rod 9 is connected to the rod connecting shaft 27 via the bracket 43 behind the rear link member 21. The other end side (lower end side in FIG. 1) of the cab lock lever 8 (shown in FIG. 1) rotates inward in the vehicle width direction (right side in FIG. 1), and the rod 9 moves in the locking direction (left direction in FIG. 1). Then, the link 11 rotates in the locking direction (in the direction of arrow 70 in FIG. 7) from the initial position to the locking position around the first rotation shaft 17 in conjunction with the movement of the cab lock lever 8. Conversely, when the other end of the cab lock lever 8 rotates outward in the vehicle width direction and the rod 9 moves in the unlocking direction (right direction in FIG. 1), the link 11 is interlocked with the movement of the cab lock lever 8, About the 1st rotating shaft 17, it rotates to a lock release direction (arrow 71 direction of FIG. 7) from a locked position to an initial position.

  The cab lock hook 12 has a substantially L-shaped plate shape and is disposed between the link members 20 and 21 before and after the link 3. A second rotation shaft insertion hole 28 through which the second rotation shaft 24 is inserted is formed at one end side (the upper end side in FIG. 6) of the cab lock hook 12. The rotary shaft 24 is supported so as to be rotatable. That is, the movement locus of the cab lock hook 12 with respect to the cab 1 is defined by the rotation around the first rotation shaft 17 and the rotation around the second rotation shaft 24. Further, a hook portion 29 having a concave inner side surface 30 opened upward is formed on the other end side (the lower end side in FIG. 6) of the cab lock hook 12.

  A coiled spring member 40 and a spacer 41 are disposed on the outer periphery of the second rotating shaft 24. One side 40 a of the spring member 40 is engaged with the cab lock hook 12, and the other side 40 b is engaged with the connecting portion 22 of the link 11. By the spring member 40, the cab lock hook 12 is urged with respect to the link 11 in the locking direction. Although not particularly shown, the link 11 is provided with a stopper for restricting the movement range of the cab lock hook 12 in the unlocking direction. Therefore, when no external force is applied to the cab lock hook 12 (including a state where the link 11 is in the initial position), the cab lock hook 12 is maintained at a predetermined position with respect to the link 11 by the spring member 40 and the stopper. Is done.

  The cab 1 is in a non-tilt state, the other end side (lower end side in FIG. 1) of the cab lock lever 8 (shown in FIG. 1) rotates inward in the vehicle width direction (right side in FIG. 1), and the rod 9 is in the locking direction. When the link 11 rotates from the initial position to the locked position around the first rotation shaft 17, the cab lock hook 12 moves from the initial position to the locked position as the link 11 rotates. It moves in the locking direction (the direction of arrow 70 in FIG. 7).

  The cab lock hook 12 immediately after the start of movement in the locking direction from the initial position is maintained in a predetermined position with respect to the link 11 by the spring member 40 and the stopper, and from the initial position to the locking direction around the first rotation shaft 17. Rotate.

  When the movement of the cab lock hook 12 in the locking direction proceeds and the inner edge of the cab lock hook 12 contacts the striker 4, the cab lock hook 12 receiving the urging force of the spring member 40 contacts the striker 4. The link 11 moves in the locking direction as the link 11 rotates in the locking direction. When the force in the unlocking direction (in the direction of arrow 71 in FIG. 7) is applied from the striker 4 to the cab lock hook 12 during the movement in the locking direction, the cab lock hook 12 resists the biasing force of the spring member 40. Thus, the link 11 rotates about the second rotation shaft 24 in the unlocking direction. With the rotation about the second rotation shaft 24, the hook portion 29 approaches the engagement shaft 7 of the striker 4 from below along with the movement in the locking direction.

  When the cab lock hook 12 further moves in the locking direction, the inner surface 30 of the hook portion 29 is engaged with the engagement shaft 7 from below immediately before the lock position, and the hook portion 29 is engaged with the engagement shaft 7 at the lock position. An upward tensile force is applied to the. For this reason, when the cab lock hook 12 reaches the lock position, the cab 1 is securely and securely locked to the chassis side 2.

  On the other hand, the other end side of the cab lock lever 8 rotates outward in the vehicle width direction, the rod 9 moves in the unlocking direction (right direction in FIG. 1), and the link 11 is locked from the locked position around the first rotating shaft 17. When rotating in the release direction, the cab lock hook 12 returns to the initial position through a movement trajectory opposite to the movement in the lock direction.

  According to the present embodiment, in a state where the cab 1 is locked to the chassis side 2, the bracket side engaging portion 66 of the cab block bracket 15 faces the striker side engaging portion 55 at the rear portion of the striker 4. For this reason, when the cab 1 starts moving in the forward tilt direction at the time of a vehicle collision, the bracket side engaging portion 66 immediately engages with the striker side engaging portion 55 as shown by a two-dot chain line in FIG. The movement of the cab 1 is restricted. Here, since the bracket side engaging part 66 is a part of the cab block bracket 15 and the striker side engaging part 55 is a part of the striker 4, the total number of parts does not increase. Therefore, it is possible to prevent the cab 1 from being tilted forward at the time of a vehicle collision by engaging the bracket side engaging portion 66 and the striker side engaging portion 55 without increasing the number of parts and the number of assembling steps.

  Further, since the bracket side engaging portion 66 is reinforced by the rod-shaped reinforcing member 67 and the striker side engaging portion 55 is reinforced by the reinforcing plates 56 and 57, the bracket side engaging portion 66 and the striker side at the time of the vehicle collision At the time of engagement with the engaging portion 55, the bracket side engaging portion 66 and the striker side engaging portion 55 can be prevented from being damaged, and the engaged state of both can be maintained, and the cab 1 can be reliably tilted forward. Can be prevented.

Further, the lower end portion 58a of the engaging rod 58, when moving to the direction how falling forward of the striker 4, restricts the movement of the striker 4 engages the rod insertion hole 59. Therefore, at the time of engagement between the bracket side engaging portion 66 and the striker engaging portion 55, the engaging rod 58 to move before falling way to direction of the striker 4 can be prevented, and the bracket side engaging portion 66 The state of engagement with the striker side engaging portion 55 can be maintained satisfactorily, and the cab 1 can be more reliably prevented from falling forward.

  The present invention can be applied to a cab block structure for locking a tiltable cab to the chassis side.

It is an external appearance perspective view which shows the back structure of the cab of the cab overtrack provided with the cab block structure which concerns on one Embodiment of this invention. It is a rear view of the cab lock structure of FIG. It is a perspective view of the cab lock structure of FIG. It is a disassembled perspective view of the cab lock structure of FIG. It is a sectional side view of the cab lock structure of FIG. FIG. 3 is an exploded perspective view of the cab lock device of FIG. 2. It is a perspective view which shows the state which assembled the cab lock apparatus of FIG.

Explanation of symbols

1: Cab 1a: Rear side of cab 2: Chassis side 3: Cab lock device 4: Striker 5: Support plate 6: Support plate 7: Engagement shaft 8: Cab lock lever 9: Rod 10: Base 11: Link 12: Cab Block hook 15: cab block bracket 16: striker insertion hole 17: first rotation shaft 24: second rotation shaft 29: hook portion 50: rubber portion 51: rubber portion support bracket 52: connecting shaft 54: striker support bracket 55: striker Side engaging portion 56: Reinforcing plate (strike side reinforcing member)
57: Reinforcement plate (strike side reinforcement member)
58: Engagement rod 58a: Lower end (tip) of the engagement rod
59: Rod insertion hole 66: Bracket side engaging portion 67: Bar-shaped reinforcing member (bracket side reinforcing member)

Claims (4)

A cab block structure of a cab over type vehicle that locks a rear end portion of a cab that can be tilted around a front end portion to a chassis side in a non-tilt state,
A striker fixed to the chassis side,
A cab lock bracket fixed to the rear end of the cab;
The cab lock bracket is movably supported, moves at least between an initial position and a lock position in conjunction with the movement of the cab lock lever, and when the cab is in a non-tilt state, A cab lock hook that engages with a striker to lock the cab to the chassis side, and that is released from the striker at the initial position to unlock the cab to the chassis side;
A bracket side engaging portion provided on the cab lock bracket and facing the rear portion of the striker in a state where the cab lock hook and the striker are engaged;
Provided at a rear portion of the striker, when moving to fall way direction before the cab of non-tilted, and the striker side engaging portion for restricting the movement of the cab engages with the bracket-side engagement portion,
A rubber part fixed to the chassis side,
A connecting shaft for penetrating the rubber part and connecting and fixing the striker to the rubber part;
An engagement rod extending from the connecting shaft;
A rod insertion hole provided on the chassis side and into which the tip of the engagement rod is loosely fitted ,
The vehicle cab lock structure is characterized in that a tip of the engagement rod engages with the rod insertion hole to restrict the movement of the striker when the striker moves in the forward tilt direction . The vehicle cab block structure according to claim 1,
The cab lock bracket includes a bracket side reinforcing member that reinforces the bracket side engaging portion. The vehicle cab block structure according to claim 1 or 2,
The striker includes a striker-side reinforcing member that reinforces the striker-side engaging portion. The vehicle cab block structure according to any one of claims 1 to 3,
The connecting shaft penetrates the rubber part in the front-rear direction,
The rod insertion hole extends in the front-rear direction below the connecting shaft,
The engagement rod extends downward from a rear end portion of the connecting shaft,
A cab block structure for a vehicle , wherein a front end of the engagement rod is bent forward and loosely fitted into the rod insertion hole from the rear, and further bent in front of the rod insertion hole .

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