JPS6311022Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a tilt cab lock device for a tilt cab vehicle in which the cabin tilts forward.

2. Description of the Related Art In recent years, vehicle bodies for trucks such as tail-cabin vehicles have been manufactured in a systematic manner due to the demand for a wide variety of vehicle models. For example, loading platforms of different widths and lengths on frames of the same standard, or mounting cabins of different widths to match these, allows for efficient production of a wide variety of vehicles.

However, in a tail-cabin vehicle, the cabin is mounted so that it can be tilted forward for inspection of the engine, etc., and when it is not tilted, a locking device that locks the cabin to the frame is installed on the cabin. Must be placed at the bottom. Therefore, when cabins of different widths are mounted on a frame of the same standard (same width) as described above, the hook mechanism of the locking device must always be placed opposite the frame. On the other hand, the handle for locking and unlocking the hook mechanism must be arranged in accordance with the width of the cabin in consideration of operability from the outside.

As a countermeasure, it may be possible to increase the length of the lock/unlock operation handle by the increased dimension of the cabin width, but in such a case, it may interfere with other parts located between the rear of the cabin and the front of the cargo box, and that interference may occur. In order to avoid this, the operating area is narrowed, and operability has to be sacrificed.

Furthermore, in order to guarantee safety from erroneous operation, the above-mentioned locking device must be provided in a double-locking format using a safety lock, etc., and a simple structural change such as simply extending the rod will not allow the cabin to be locked properly. It is not possible to change the position of the operating handle in response to changes in width, and it is necessary to design and install a different locking mechanism for each width.
This has disadvantages in that the management of these parts is complicated, the installation workability is poor, and the cost is high.

In view of this, the present invention aims to make the main parts of the locking device of the narrow cabin (standard cabin) and wide cabin the same structure so that the parts can be shared, and a few parts are added to the locking device of the narrow cabin. It is an object of the present invention to provide a tail-cabin locking device that can be configured as a locking device for a wide cabin by simply performing the following steps, thereby solving the above-mentioned drawbacks of the prior art.

Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 show an embodiment of a locking device for a wide cabin.
2 denotes left and right frames extending in the longitudinal direction on both sides of the vehicle body, and 2 denotes cab mount brackets fixed to the left and right sides of the lower surface of the cabin (not shown), which is tiltably supported by the frame 1. The cab mount bracket 2 is configured to move up and down in accordance with the tilting of the cabin and engage a wedge portion 4 fixed to the frame 1 via a bracket 3. Reference numeral 5 denotes an elastic body such as rubber, which is interposed between the wedge member 4 and the cab mount bracket 2.

Reference numeral 6 indicates a hooking member formed by an eye bolt installed on the bracket 3 of the left and right frames 1, respectively;
is a hook mechanism supported by the left and right cab mount brackets 2 and respectively latched to the above-mentioned latching member 6;
Further, 8 is a lock handle that operates the left and right hook mechanism 7 simultaneously, 9 is a first rod member that connects the lock handle 8 and the hook mechanism 7, and 10 is a handle lock lever that locks the lock handle 8. .

Next, 11 is a safety lever having an engaging portion 11a, and 12 is an engaging portion 12a that engages with an engaging member 13 fixed to the bracket 3 of the frame 1.
14 is a second rod member that connects the safety lever 12 and the safety lever 11.

Reference numeral 15 is provided on the outside of the vehicle side of the cab mount bracket 2 and is fixed to the cabin side, and is connected to the lock handle 8 and the safety lever 11.
and a support plate rotatably supporting the handle lock lever 10, the support plate 1
5, Lock handle 8, Safety lever 1
1, the handle lock lever 10, and the like constitute an operating handle mechanism 16, and the operating handle mechanism 16 is disposed near one side of the cabin at a position where it can be easily operated from the outside. Further, reference numeral 17 denotes an auxiliary plate having one end connected to the support plate 15 and the other end connected to the cab mount bracket 2 to rotatably support the safety foot 12.

To explain each of the above structures more specifically, the lock mechanism 7 has a U-shaped cross section, which is provided in the same way on the left and right sides, and is rotatably supported around a rotating shaft 18 fixed to the cab mount bracket 2, etc. a retaining plate 19 having a shape, and a retaining portion 20a interposed within the retaining plate 19 and having a distal end thereof engaged with the retaining member 6.
The hook 20 is rotatably attached to the holding plate 19 by a pin 21 at the upper end opposite to the hook 20a, and the hook 20 is always attached to the hook 20. 20 is rotation axis 1
8 and the side wall 19a of the holding plate 19. The above holding plate 19 and hook 20
A first rod member 9 is connected to a pin 21 which is pivotally connected to the lock handle 8, and the holding plate 19 rotates about the rotation shaft 18 in response to rotation of the lock handle 8. The latching portion 20a of the hook 20 engages with and disengages from the latching member 6 in accordance with the movement of the hook 20.

On the other hand, in the operating handle mechanism 16, the lock handle 8 and the safety lever 11 have their respective upper ends pivoted to the support plate 15 by the same support shaft 22, and the substantially L-shaped handle lock lever 10 A middle portion of the support plate 15 is pivotally connected to the support plate 15 by a pin 23. A receiver 24 that engages with the tip of the handle lock lever 10 is fixed to the lock handle 8, and the lock handle 8 can be locked or unlocked by engaging and disengaging the receiver 24 by rotating the handle lock lever 10. will be held.

The safety lever 11 is basically the same shape as the safety lever 12 pivotally connected to the auxiliary plate 17, and the parts are common. When used as the safety lever 11, the gripping member 11b is attached to the tip It is configured to be additionally fixed. The safety lever 11 and the safety foot 12 are moved substantially parallel to each other by rotation of the safety lever 11, so that the engaging portion 12a of the safety lever 12 engages with the engaging member 13 on the frame 1 side. The second rod member 14
connected by.

The wedge member 4 is formed so as to be held on both sides of the lower part of the cab mount bracket 2, which is provided in a substantially U-shape, by an inclined surface from both sides via an elastic body 5.

Next, we will explain the locking and unlocking operations of the cabin by the above-mentioned locking device. In order to change from the locked state to the unlocked state as shown in FIG. 1, first, the safety lever 11 is rotated to the left. The engaging portion 12a of the safety foot 12
At the same time, the lower operating part of the handle lock lever 10 is rotated to the left to disengage the lock handle 8 from the receiver 24, thereby releasing the handle lock. , the lock handle 8 can be rotated.

Next, when the lock handle 8 is rotated to the left, the hook mechanism 7 is unlocked via the first rod member 9, and the hook 20 of the hook mechanism 7 is engaged as shown in FIG. It separates from the stop member 6 and enables the cabin to be tilted.

To explain the unlocking operation of the hook mechanism 7, in the locked state as shown in FIG. is held in place by pressing from behind. When the lock handle 8 is operated from this state, the holding plate 19 rotates clockwise.
Its side wall 19a is separated from the hook 20. The hook 20 is attached to the pin 21 by rotation of the holding plate 19.
The upper end pivotally connected to moves to the right, but due to this movement, the hook 20a and the hook member 6 are not unlatched, and the retaining plate 19 further rotates, causing the hook 20 to become unlatched. When the inner side comes into contact with the rotating shaft 18, the hook 20 rotates about this contact point as a fulcrum, and the hook portion 20a is separated from the hook member 6.

On the other hand, when hooking, the cabin is returned to its original state from the state shown in FIG.
The hook 20 is engaged with the engagement member 6. that time,
When the hook 20 rotates due to its own weight in response to the locking rotation of the holding plate 19, the hook 20a enters the hook member 6, and the pin 21 passes through an extension line connecting the hook point and the rotating shaft 18. As a result, the hook 20a and the hook member 6 are firmly engaged beyond the dead center, and at the same time, the side wall 19a of the holding plate 19 presses the hook 20 from behind to prevent the hook 20 from coming off the hook. be.

Next, the lock handle 8 is locked by operating the handle lock lever 10, and
By operating the safety lever 11, the engaging portion 12a of the safety lever 12 is engaged with the engaging member 13, thereby double locking the space between the cabin and the frame 1.

According to the locking device as described above, the hook mechanism 7 has a small movement range of the hook 20 and the holding plate 19, and can be constructed compactly as a whole. This is achieved by displacement due to the weight of the hook 20, which has the advantage of not requiring a return spring and requiring fewer parts. Moreover, the operating handle mechanism 16 has a separate dual safety function: the handle lock lever 10 locks the lock handle 8, and the safety lever 11 locks the frame 1 and the cabin. It is excellent and highly reliable.

As detailed above, the present invention provides a safety lever having a lock handle and an engaging portion.
It is located on the outer side of the vehicle body of the cab mount bracket provided at the bottom of the cabin, and is rotatably supported by a support plate fixed to the cabin side, and constitutes an operating handle mechanism. The safety hook is connected by a first rod member and has an engaging part that engages with an engaging member provided on the frame side, and has one end joined to the support plate and the other end joined to the cab mount bracket. The safety lever is rotatably supported by the auxiliary plate, and the safety foot and the safety lever are connected by a second rod member.
The main parts of the locking device for the narrow cabin (standard cabin) and the locking device for the wide cabin, that is, the operation handle mechanism and the hook mechanism, are integrated into the same structure, allowing parts to be shared. There is no need to design and manufacture each locking device in response to changes in width, resulting in significant cost reductions and the ability to efficiently handle high-mix, low-volume production. In addition to being expensive, it has various excellent practical advantages. That is, for example, FIG. 3 shows a locking device for a narrow cabin which is not an embodiment of the present invention, but the safety foot 12, the second rod member 14, etc., which are the constituent elements of the present invention, are added to this locking device. Figures 1 and 2 only.
The locking device of the present invention shown in the figure for a wide cabin can be easily constructed, and the main parts, the hook mechanism 7 and the operating handle mechanism 16, can be used in common with a narrow cabin.

[Brief explanation of drawings]

1 and 2 illustrate an embodiment of the present invention, in which FIG. 1 is a front view showing the overall configuration of a locking device for a wide cabin in a locked state, FIG. 2 is a front view of the same in an unlocked state, and FIG. The figure is not an embodiment of the invention, but is a front view showing a locking device for a narrow cabin. 1... Frame, 2... Cab mount bracket, 3... Bracket, 4... Wedge member,
6... Latching member, 7... Hook mechanism, 8... Lock handle, 9... First rod member, 10...
Handle lock lever, 11... safety lever, 11a... engaging portion, 12... safety foot, 12a... engaging portion, 13... engaging member, 1
4... Second rod member, 15... Support plate, 16... Operating handle mechanism, 17... Auxiliary plate, 18... Rotating shaft, 19... Holding plate, 20... Hook.

Claims (1)

[Scope of utility model registration request] In a tail cab lock device in which a locking member and a hook mechanism to be hooked are locked and unlocked by operating an operation handle mechanism, a safety lever having a lock handle and an engaging portion is provided at the bottom of the cabin. The lock handle is located on the outer side of the vehicle body of the mount bracket and rotatably supported by a support plate fixed to the cabin side to constitute an operation handle mechanism, and the lock handle and the hook mechanism are connected by a first rod member, The safety foot, which has an engaging portion that engages with an engaging member provided on the frame side, is rotatably supported at one end by the support plate and at the other end by an auxiliary plate joined to the cab mount bracket. . A tail gear lock device, characterized in that the safety lever and the safety lever are connected by a second rod member.