JPH0468190B2 - - Google Patents

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to a locking device for a tail cab;
In particular, to lock a cab that is pushed down from one side in the vehicle width direction and lowered onto the vehicle body frame with the lower end of the pushed down side kept low and the lower end of the opposite side kept high and parallel to the vehicle body frame on one side. This invention relates to a locking device for a tail cab.

[Technical background of the invention and its problems] As a vehicle that is equipped with a cab mounted on a body frame that can be tilted freely using its front end as a fulcrum, the suspension is used to place the cab on the body frame extremely softly in order to improve riding comfort. It is known what it supported. When mooring or top-locking a cab with this structure on the vehicle body frame, there is no problem if the cab is moored with hooks at the center in the vehicle width direction, but when moored with hooks on both sides in the vehicle width direction, there is no problem. As shown in FIG. 1, when the cab 1 is pushed down from one side to restore it from the tailed position to the mooring position on the vehicle body frame 2, the lower end 1a of the pushed down side remains low and the lower end 1b of the opposite side remains high. Therefore, there is a problem that the hooks on the low position side are hooked, but the hooks on the high position side are not hooked. Therefore, in this case, it is necessary to engage one hook, then turn to the other side, push down the cab 1 again, and engage the hook, which is extremely troublesome.

[Object of the Invention] The present invention has been made to solve the problems of the prior art described above, and its purpose is to push down from one side in the vehicle width direction so that the lower end of the side that is pushed down is low and vice versa. To provide a locking device for a tailed cab capable of locking a cab lowered onto a vehicle body frame on one side parallel to the vehicle body frame with its lower side end maintained high.

[Structure and operation of the invention] In order to achieve the above object, the present invention has an engagement shaft provided on both sides of a vehicle body frame, and one side in the vehicle width direction is pushed down, and the pushed down side is lowered and the other side is lowered in a higher state. A hook member is pivotally supported on both sides of the lower part of the cab and engages with the engagement shaft, and the free end of the lower hook member is locked at a higher position, and the free end of the higher position hook member is locked at a lower position. A safety lock lever that locks in position, a lower lock lever that locks the free end of the lower hook member, and a lower lock lever that pushes the free end of the higher hook member up to the same height as the free end of the lower hook member. It is characterized by comprising a high-position side lock lever that has a cam surface and locks the pushed-up free end, and an operating lever and a release lever that operate these lock levers and safety lock levers from the side from which they are pushed down.

According to the above configuration, when a tilted cab is pushed down on one side to return it to its original position, the cab is lowered on the side being pushed down and higher on the other side, and falls onto the vehicle frame, and is pivoted on both sides of the bottom of the cab. The hook members engage with engagement shafts provided on both sides of the vehicle body frame. In this case, the free end of the low-position hook member, which is the side to be pushed down, is locked in a high position, and the free end of the high-position side hook member, which is the opposite side, is locked in a low position by the safety lock lever, and the cab is It is held in an inclined state in the width direction. This state can be released by a release lever from the side being pushed down.

Next, when the low position side and high position side lock levers are operated using the operating lever from the side to be pushed down, the free end of the low position side hook member is locked by the low position side lock lever, and the free end of the high position side hook member is locked by the low position side lock lever. The cam surface of the position side lock lever pushes it up to the same height as the free end of the low position side hook member, and the lock lever locks it. This allows the cab to be locked on one side parallel to the vehicle body frame.

[Embodiments of the Invention] A preferred embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

The tail cab locking device according to the present invention includes:
A first lock member 3 as shown in FIG. 3 provided on one side in the vehicle width direction, which is the side that pushes down the cab;
It mainly consists of a second locking member 4 as shown in FIG. It has hook members 5 and 6, respectively, which are engaged with the vehicle body frame 2 so that the lower end 1b is maintained high. Also, both lock members 3 and 4 are on the lower position side (first lock member side)
Locking mechanisms 7 and 8 are provided, respectively, for locking the hook member 5 of the cab and rotating the hook member 6 at the higher position (on the side of the second lock member) to lower and lock the cab so that it is parallel to the vehicle body frame. have. The hook members 5, 6 and the lock mechanisms 7, 8 are assembled into casings 9, 10 for each set as shown in FIG.
The hook member 5 is fixed to the cab via the hook member 5,
Engagement shafts 11 and 12 with which 6 engages are fixed to the vehicle body frame. Further, introduction grooves 13 and 14 are formed in the casings 9 and 10 and open downward to introduce the engagement shafts 11 and 12.

One ends of the hook members 5 and 6 are rotatably supported on the casings 9 and 10 via shafts 15 and 16, and hook portions 5a and 6b that engage with the engagement shafts 11 and 12 are provided at the free ends, On the upper side thereof, lever portions 5b and 6b extending longer than this are branched. When the hook members 5 and 6 are not engaged with the engagement shafts 11 and 12, they are in a standby position with the lever parts 5b and 6b tilted downward, and in this standby position, only the lever parts 5b and 6b are connected to the casings 9 and 10. It is in a state where it crosses the introduction grooves 13 and 14. Therefore, the hook members 5 and 6 in the standby position are connected to the lever portion 5.
b, 6b are pushed up by the engagement shafts 11, 12, and rotate in the locking direction (clockwise) about the shafts 15, 16 as fulcrums. When the hook members 5 and 6 rotate in the locking direction in this way, the hook portion 5
a, 6a also cross the introduction grooves 13, 14, so that the engagement shafts 11, 12 have their left and right sides aligned with the introduction groove 1.
3, 14, and the upper and lower lever parts 5b, 6b
and the hook portions 5a, 6a, respectively. The casing 9, 1
Safety lock levers 17 and 18 are attached to 0. Safety lock lever 17,1
One end of 8 is rotatably supported by shafts 19, 20 at the lower end of the hook members 5, 6 on the opposite side from the shafts 15, 16 with the introduction grooves 13, 14 as boundaries, and has a free end extending upward. There are engaging stepped portions 23 and 24 that engage engaging protrusions 21 and 22 formed on the lever portions 5b and 6b of the hook members 5 and 6 to lock the hook members 5 and 6 in the safety lock position. It is formed. In this case, as shown in FIG. 5, the second locking member 4 is fixed so that the lower end of one side where the cab is pushed down is kept low and the lower end of the opposite side is kept high and locked.
The engagement step 24 on the side is formed at a lower position than the engagement step 23 on the first locking member 3 side. A common release lever 25 for releasing the safety lock is connected to the free ends of the safety lock levers 17 and 18, and a return spring urges the safety lock levers 17 and 18 in the locking direction. 26 and 27 are attached respectively. Note that the connection structure between the release lever 25 and the safety lock levers 17 and 18 is similar to that of the release lever 25.
The claws 25a, 25b formed in the safety lock levers 17, 18 are provided with long holes 17a, 18a formed in the safety lock levers 17, 18.
The safety lock levers 17 and 18 are slidably engaged with each other so that the safety lock levers 17 and 18 can be independently locked.

The lock mechanism 7 on the first lock member 3 side is mainly composed of a lock groove 28 formed in the hook member 5 and a lock lever 30 having an engaging portion 29 that engages with the lock groove 28. Part 4
The side locking mechanism 8 has a locking groove 31 formed in the hook member 6, an engaging portion 32 that engages with this locking groove 31, and a locking mechanism 8 that moves the hook member 6 from the safety lock position, which is the engagement position, to just before the locking position. It is mainly composed of a lock lever 34 having a cam surface portion 33 for tightening (this is referred to as an initial cam surface portion). The lock grooves 28 and 31 are the hook members 5 and 6.
The lever portions 5b and 6b are formed at their inner edges.
On the other hand, one end of the lock levers 30, 34 is connected to a shaft 3 near the pivot portion of the safety lock levers 17, 18.
5 and 36, and extends upward and has lock grooves 28 and 31 at the free end as shown in FIG.
Engagement portions 29 and 32 are provided for engaging with and locking the hook members 5 and 6 in the locked position. The engaging parts 29 and 32 are constructed of rollers in order to reduce the friction between them and the lever parts 5b and 5b and improve operability. The point may be a member formed of a curved surface. In order to provide strength to the engaging parts 29 and 32, reinforcing links 37 and 38 are provided between the distal ends of the engaging parts and the shafts 35 and 36 to lock the lever 3.
It spans parallel to 0 and 34.

The lever parts 5b and 6b of the hook members 5 and 6 include
When the lock levers 30, 34 are rotated in the locking direction, the engaging parts 29, 32 slide and the hook members 5,
Cam surface portions 39, 40 are formed to squeeze the locking portion 6 in the locking direction, and lock grooves 28, 31 are formed at the terminal portions of the cam surface portions 39, 40. In this case, the cam surface portion 39 formed on the hook member 5 on the first lock member side is set to directly squeeze the hook member 5 from the safety lock position to the locked position, and the cam surface portion 39 formed on the hook member 6 on the second lock member side is set to directly squeeze the hook member 5 from the safety lock position to the locking position. The cam surface portion 40 is set to inherit the hook member 6 which is first squeezed from the safety lock position to just before the locking position by the initial cam surface portion 33 formed on the locking lever 34, and is further squeezed to the locking position. There is.

The initial cam surface portion 33 is formed on the reinforcing link 38 of the lock lever 34 on the second lock member side, and is adapted to slide into contact with and guide the engaging protrusion 22 formed on the hook member 6. It is set in a cam shape that can lower the lower end of one side maintained at a height equal to the lower end of the opposite side. Engagement protrusion 2 that slides into initial cam surface portion 33
2 is constituted by a roller in order to improve operability, but like the above-mentioned engaging part, it is made of a metal pin,
It may also be a resin pin or the like. lock lever 3
A common operating lever 41 is connected to the free ends of the levers 0 and 34 by a pin connection. Thus, in the lock mechanisms 7 and 8, while the lock lever 30 on the first lock member side moves the hook member 5 from the safety lock position to the locking position, the lock lever 34 on the second lock member side first locks the initial cam surface portion 33. It is set so that the hook member 6 can be moved from the safety lock position to just before the locking position, and then can be moved from just before the locking position to the locking position using the cam surface portion 40 on the hook member side. Further, the positional relationship among the initial cam surface portion 33, the engaging protrusion 22, the cam surface portion 40, and the engaging portion 32 is such that when the engaging protrusion 22 crosses the end point of the initial cam surface portion 33, the engaging portion 32 moves toward the cam surface portion 40. It is set to be located at the end point.

The base ends of the reinforcing links 37 and 38 engage with the engagement protrusions 21 and 22 of the hook members 5 and 6 in the standby position to prevent the lock levers 30 and 34 from rotating in the locking direction. rotation regulating recess 42,
43 is formed, and a line connecting the contact point between the rotation regulating recesses 42, 43 and the engaging protrusions 21, 22 and the center of the engaging protrusions 21, 22 is the hook member 5, 6.
It is set to pass below the center of the axes 15 and 16. Therefore, when the hook members 5, 6 are in the standby position, even if a force is applied to the lock levers 30, 34 in the locking direction, the lock levers 30, 34 do not rotate, thereby preventing the lock levers from swinging inadvertently. Also,
Engaging portions 29, 32 of the lock levers 30, 34
are the points of contact between the engaging parts 29, 32 and the cam surfaces 39, 40, and the contact points of the engaging parts 29, 32.
The line connecting the center of the lock groove 2 passes through the center of the shafts 35, 36 of the lock levers 30, 34.
8 and 31.

The input end of the operating lever 41 and the release lever 2
The input end of 5 is led to the side that pushes up the cab.

Next, the operation of the embodiment will be described.

The cab, which is tilted forward in the vehicle running direction, is pushed down to restore its original position on one side in the vehicle width direction where the output end of the release lever 25, etc. is located, while resisting the repulsive force of a spring interposed between the cab and the vehicle frame. Then, the cab descends with the lower end of the side being pushed down kept low and the lower end of the opposite side kept high. Along with this, the engagement shaft 1 on the vehicle body frame side
1 and 12 are introduction grooves 13 and 1 of the casings 9 and 10.
4, and come into contact with lever portions 5b and 6b of hook members 5 and 6, respectively, and push them up. In this case, since the cab is inclined, the lower engagement shaft 11 on the first locking member 3 side is connected to the other engagement shaft 1.
The hook member 5 enters deeper into the introduction groove 13 than the hook member 2 and pushes the hook member 5 higher than the other hook members 6. However, since the engagement step 23 of the safety lock lever 17 on the first lock member side is formed at a higher position than the engagement step 24 of the safety lock lever 18 on the second lock member side, as shown in FIG. As shown, the hook members 5 and 6 on both sides have their engaging protrusions 2.
1 and 22 are engaged with the engagement step portions 23 and 24 at the same time, resulting in a safety lock state. By this,
Since the cab is held in an inclined state with the second locking member side raised, there is no risk of the cab tipping by itself.

Next, when the lock levers 30 and 34 are rotated in the locking direction via the operating lever 41, the engaging portion 29 of the lock lever 30 on the first lock member side engages with the shaft 35.
It enters under the cam surface portion 39 of the hook member 5 while drawing a rotation locus centered on , and takes over the load of the hook member 5 from the safety lock lever 17. When the engaging portion 29 is pushed further, the engaging portion 29 moves along the cam surface portion 39, and while squeezing the hook member 5, it crosses the dead point and engages with the lock groove 28 at the locking position. On the other hand, while the first lock lever 30 on the first lock member side is started and reaches the locking position, the initial cam surface portion 33 of the second lock lever 34 on the second lock member side first comes into contact with the engagement protrusion 22 of the hook member 6, and the hook is locked. The load of the member 6 is inherited from the safety lock lever 18 and the engagement protrusion 22 is pushed up along its cam surface. As a result of this pushing up, the hook member 6 squeezes the engagement shaft 12 and lowers one side of the raised cab to a height substantially equal to the other side. The engagement protrusion 22 is the initial cam surface portion 3
3, the engaging portion 32 of the lock lever 34 enters under the cam surface portion 40 of the hook member 6 and takes over the load of the hook member 6, as shown in FIG. Subsequently, the engaging portion 32 moves along the cam surface portion 40 of the hook member 6, and while squeezing the hook member 6, it crosses the dead point and engages with the lock groove 31 at the locking position. That is, while the first lock member 3 squeezes the hook member 5 with the cam surface portion 39, the second lock member 4 locks the initial cam surface portion 33.
By tightening the hook member 6 to a large extent (enough to absorb the uplift on one side of the cab) through the linked operation of the cam surface portion 40 and the cam surface portion 40, these lock members 3 and 4 are able to securely hold the cab on the vehicle body frame. It will be locked almost at the same time when it is restored horizontally. Since the initial cam surface portion 33 is formed on the side edge of the lock lever 34 (specifically, on the side edge of the reinforcing link), the drawing force is small, but the engagement protrusion 22 can be largely displaced, and the shaft of the cab can be easily moved. It can absorb the lifting of the sides. On the other hand, the cam surface portions 39 and 40 are connected to the lever portions 5b and 5b of the hook members 5 and 6, respectively.
6b, and these cam surface parts 39, 40
Since the engaging portions 29 and 32 draw a rotation locus and come into sliding contact with each other, the hook members 5 and 6 can be squeezed with a large force although the amount of squeezing is small.

In the locked position shown in FIG.
Since it is engaged with the lock grooves 28, 31 beyond the dead point, it will not come off automatically due to vibrations during driving, and is highly reliable. The tightening force at this locking position is applied to the shafts 1 of the hook members 5 and 6.
5, 16 and shafts 35, 3 of lock levers 30, 34
6, the load can be distributed and the structure of the cab can be simplified.

Next, in order to release the lock, the lock levers 30 and 34 may be rotated in a direction opposite to the locking direction (counterclockwise) via the operating lever 41.

This releases the lock, but since the safety lock levers 17 and 18 are waiting at the safety lock position due to the spring force of the return springs 26 and 27, the engagement protrusions 21 of the hook members 5 and 6 , 22 are safety lock levers 17, 18
The safety lock state is achieved by engaging with the engagement steps 23 and 24 of the lock. Therefore, the cab does not tilt suddenly and is safe. To release this safety lock, the safety lock levers 17 and 18 may be rotated via the release lever 25 against the spring force of the return springs 26 and 27. 21, 22 and the engagement steps 23, 24 are disengaged, and the cab is tilted by the spring force.

The above operation can be easily performed on one side in the vehicle width direction by pushing down the cab, and the operability is very good.

[Effects of the Invention] In summary, the present invention exhibits the following excellent effects.

The cab is pushed down from one side in the width direction of the vehicle, and the lower end of the pushed down side is kept low and the lower end of the opposite side is maintained high, and the cab is lowered onto the vehicle body frame. It is possible to correct the position of the cab so that it is parallel to the vehicle body frame and lock the cab while absorbing the lifting of one side of the cab.

The above-mentioned locking operation can be performed on one side in the vehicle width direction by pushing down the cab, and the operability is very good.

By employing the cam surface portion, the hook member can be greatly tightened in a small space, and the device can be made more compact.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram showing a state in which the tail cab is pushed down, Fig. 2 is a front view of a locking device showing an embodiment of the present invention, Fig. 3 is a perspective view showing the locking mechanism on the lower position side, and Fig. 4 The figure is a perspective view showing the locking mechanism at the same high position, FIG. 5 is a front view showing the safety locked state, and FIG. 6 is a front view showing the locked state. In the diagram, 1 is the cab, 2 is the body frame, 5, 6
is a hook member, 7 and 8 are lock mechanisms, 11 and 12
28 and 31 are lock grooves, 29 and 32 are engagement portions, 30 and 34 are lock levers, and 33 is a cam surface portion (initial cam surface portion).

Claims (1)

[Claims] 1 Engagement shafts provided on both sides of the vehicle body frame,
A hook member that is pivotally supported on both sides of the lower part of the cab that is lowered with one side in the vehicle width direction being pushed down, the side being pushed down being low and the other side being high and engaging with the engagement shaft, respectively, and a free end of the lower hook member. a safety lock lever that locks the free end of the hook member on the high position side at a low position; a low position lock lever that locks the free end of the hook member on the low position side; A high-position lock lever that has a cam surface that pushes the free end of the hook member up to the same height as the free end of the low-position hook member and locks the pushed-up free end, and a side on which these lock levers and safety lock levers are pushed down. A locking device for a tail cab, characterized by comprising an operation lever and a release lever that are operated from.