Claims:We Claim:

1. A cabin tilting mechanism (100) for a vehicle, the mechanism (100) comprising:
a split torsion bar (200) defined by first ends (3a, 3b) and second ends (4a, 4b) wherein, the second ends (4a, 4b) of the split torsion bar (200) is fixed, and the first ends (3a, 3b) of the split torsion bar (200) are torqued;
at least one first mount (5) fixedly connected to the split torsion bar (200) and, one end of the at least one first mount (5) is fixedly connected to a cabin of the vehicle;
wherein, traversing the cabin from a first position to a second position, pivots the at least one first mount (5) and imparts torque to the split torsion bar (200) at the first ends (3a, 3b) and induces torsional force in the split torsion bar (200) for tilting the cabin of the vehicle.

2. The mechanism (100) as claimed in claim 1 wherein, the split torsion bar (200) includes a first torsion bar (1) and a second torsion bar (2) mounted side by side on a first axis (A-A).

3. The mechanism (100) as claimed in claim 1 comprising, a first tube (6) and a second tube (7) positioned along the first axis (A-A) wherein, the first tube (6) and the second tube (7) is defined by a proximal end (8) and a distal end (9).

4. The mechanism (100) as claimed in claim 1 wherein, the first tube (6) accommodates the first torsion bar (1), and the second tube (7) accommodates the second torsion bar (2).

5. The mechanism (100) as claimed in claim 1 comprising, a connector (10) for interconnecting the proximal end (8) of the first tube (6) and the proximal end (8) of the second tube (7).

6. The mechanism (100) as claimed in claim 1 wherein, the proximal end (8) of the first tube (6) and the proximal end (8) of the second tube (7) are fixedly accommodated by the connector (10).

7. The mechanism (100) as claimed in claim 1 wherein, the at least one first mount (5) is connected to the distal end (9) of the first tube (6) and the distal end (9) of the second tube (7).

8. The mechanism (100) as claimed in claim 1 comprising, a first adjuster (11) positioned adjacent to the first tube (6) and a second adjuster (12) positioned adjacent to the second tube (7).

9. The mechanism (100) as claimed in claim 1 wherein, the first adjuster (11) anchors the second end (4a) of the first torsion bar (1) and the second adjuster (12) anchors the second end (4b) of the second torsion bar (2) to arrest twisting movement of the second ends (4a, 4b).

10. The mechanism (100) as claimed in claim 1 wherein, the first ends (3a, 3b) and the second ends (4a, 4b) of the first torsion bar (1) and the second torsion bar (2) are defined with serrations (13).

11. The mechanism as claimed in claim 10 wherein, the serrations (13) on the first ends (3a, 3b) and the second ends (4a, 4b) of the first torsion bar (1) and the second torsion bar (2) engage with the connector (10), the first adjuster (11) and the second adjuster (12).

12. A cabin assembly for a vehicle, the assembly comprising:
a cabin positioned on a frame of a vehicle;
at least one lever for operating a cabin tilting mechanism, wherein, the cabin titling mechanism comprises:
at least one first mount (5) for connecting the cabin tilting mechanism to the cabin;
at least one second mount (16) for connecting the cabin tilting mechanism to the frame of the vehicle;
a split torsion bar (200) defined by first ends (3a, 3b) and second ends (4a, 4b) wherein, the second ends (4a, 4b) of the split torsion bar (200) is fixed, and the first ends (3a, 3b) of the split torsion bar (200) are torqued;
the at least one first mount (5) fixedly connected to the split torsion bar (200) and, one end of the at least one first mount (5) is fixedly connected to the cabin of the vehicle;
wherein, traversing the cabin from a first position to a second position, pivots the at least one first mount (5) and imparts torque to the split torsion bar (200) at the first ends (3a, 3b) and induces torsional force in the split torsion bar (200) for tilting the cabin of the vehicle.
, Description:TECHNICAL FIELD
Present disclosure relates in general to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to vehicles employed with engine and powertrains mounted underneath a passenger cabin. Further, embodiments of the present disclosure discloses a mechanism for tilting the cabin of the vehicle to access the engine and the powertrain.

BACKGROUND OF THE DISCLOSURE
Vehicles are evolving continuously, and new technologies are being implemented in order to meet consumer expectations. Compactness of the vehicle is one of the most desired and expected feature of the consumers. Conventionally, several commercial vehicles ranging from light commercial vehicles to heavy commercial vehicles have cabins or body built over a ladder frame chassis. Such vehicles do not contain elongated hoods or engine bays. In order to create more space for carrying loads and other goods basic design of such commercial vehicles are configured with engines underneath the passenger cabin and in-between long members of the chassis. Additionally, in order to comply with the expectations of the consumers for compact packing, manufacturers assemble peripheral components such as, cooling systems, transmission systems, and the like underneath the cabin.

In order to access the engine and its peripheral components, the cabin needs to be tilted. Conventional vehicles having such tiltable cabins are provisioned with hydraulic mechanism or pneumatic mechanism, where operations of such mechanism would enable an operator to tilt the cabin and access the components covered therein.

However, the hydraulic mechanism and the pneumatic mechanism involve limitations such as, fluid leakage, insufficient capacity to tilt the cabin during moderate load, and the like. In addition, the hydraulic and the pneumatic mechanism may also pose some challenges during dynamic condition of the vehicle. The hydraulic and the pneumatic mechanism may not be able to damp vibrations transmitted from wheels of the vehicle to the cabins. Due to this scarcity in dynamic attenuation of the hydraulic and pneumatic mechanisms, the cabin may be subjected to wobbling during vehicle travel on uneven terrain.

Further, torsional bars have been used in vehicles to assist in titling the cabins in the vehicle. However, conventional torsional bars employ a configuration where torsional force is generally concentrated on one of the ends of the torsional bars. Consequently, the cabin may be subjected to wobbling and the vibrations in the cabin while the vehicle is traversing.

The present disclosure is directed to overcome one or more limitations stated above or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or method are overcome, and additional advantages are provided through the provision of the method as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In a non-limiting embodiment of the disclosure, a cabin tilting mechanism for a vehicle is disclosed. The mechanism includes a split torsion bar defined by first ends and second ends. The second ends of the split torsion bar are fixed, and the first ends of the split torsion bar are torqued. At least one first mount is fixedly connected to the split torsion bar and, one end of the at least one first mount is fixedly connected to a cabin of the vehicle. Traversing the cabin from a first position to a second position, pivots the at least one first mount and imparts torque to the split torsion bar at the first ends and induces torsional force in the split torsion bar for tilting the cabin of the vehicle.

In an embodiment of the disclosure, the split torsion bar includes a first torsion bar and a second torsion bar mounted side by side on a first axis.

In an embodiment of the disclosure, a first tube and a second tube are positioned along the first axis (A-A) where, the first tube and the second tube are defined by a proximal end and a distal end.

In an embodiment of the disclosure, the first tube accommodates the first torsion bar, and the second tube accommodates the second torsion bar.

In an embodiment of the disclosure, a connector is provided for interconnecting the proximal end of the first tube and the proximal end of the second tube.

In an embodiment of the disclosure, the proximal end of the first tube and the proximal end of the second tube are fixedly accommodated by the connector.

In an embodiment of the disclosure, the at least one first mount is connected to the distal end of the first tube and the distal end of the second tube.

In an embodiment of the disclosure, a first adjuster is positioned adjacent to the first tube and a second adjuster positioned adjacent to the second tube.

In an embodiment of the disclosure, the first adjuster anchors the second end of the first torsion bar and the second adjuster anchors the second end of the second torsion bar to arrest twisting movement of the second ends.

In an embodiment of the disclosure, the first ends and the second ends of the first torsion bar and the second torsion bar are defined with serrations.

In an embodiment of the disclosure, the serrations on the first ends and the second ends of the first torsion bar and the second torsion bar engage with the connector, the first adjuster and the second adjuster.

In an embodiment of the disclosure, a cabin assembly for a vehicle is disclosed. The cabin assembly includes a cabin positioned on a frame of a vehicle. At least one lever for operating a cabin tilting mechanism is provided. The cabin tilting mechanism includes at least one first mount for connecting the cabin tilting mechanism to the cabin. At least one second mount is provided for connecting the cabin tilting mechanism to the frame of the vehicle. A split torsion bar defined by first ends and second ends is provided where, the second ends of the split torsion bar is fixed, and the first ends of the split torsion bar are torqued. Further, the at least one first mount fixedly connected to the split torsion bar and, one end of the at least one first mount is fixedly connected to the cabin of the vehicle. Traversing the cabin from a first position to a second position, pivots the at least one first mount and imparts torque to the split torsion bar at the first ends and induces torsional force in the split torsion bar for tilting the cabin of the vehicle.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Figure 1 illustrates a perspective view of a cabin tilting mechanism, in accordance with an embodiment of the disclosure.

Figure 2 illustrates a magnified perspective view of a split torsional bar in the cabin titling mechanism from the Figure 1.

Figure 3 illustrates a perspective view of a cabin tilting mechanism with cabin mounts installed, in accordance with an embodiment of the disclosure.

Figure 4 illustrates a perspective view of an embodiment of the cabin tilting mechanism with the split torsion bars in exploded condition, in accordance with an embodiment of the disclosure.

Figure 5 illustrates a perspective view of an embodiment of the cabin tilting mechanism in the assembled condition, in accordance with an embodiment of the disclosure.

The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the cabin tilting mechanism without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other system for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

In the present document, the word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

The following paragraphs describe the present disclosure with reference to Figs. 1 to 5. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle including powertrain and the chassis is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the cabin tilting mechanism as disclosed in the present disclosure may be used in any vehicles that employs/includes seats, where such vehicle may include, but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.

Figure 1 illustrates a perspective view of a cabin tilting mechanism (100) in a disassembled condition i.e. only the mechanism without the cabin mounts in place. Cabin assemblies in vehicles may include a cabin. The cabin may be pivotally positioned on a frame of a vehicle. The cabin [not shown], when resting on the frame of the vehicle, may cover components such as, but not limited to, an engine, a transmission, a radiator, fluid reservoirs, and the like, where the components may be accessible on tilting the cabin about the frame. This configuration enables easy access and compact packaging of the components in the vehicle. The state of the cabin when it is tilted may hereinafter be referred to as a service condition. The state of the cabin when it is not tilted or when the cabin is completely accommodated on the frame of the vehicle may hereinafter be referred to as the operational condition of the cabin. Further, the cabin may be mounted on a cabin tilting mechanism (100), where the cabin tilting mechanism (100) may be rigidly connected to the frame of the vehicle. The cabin tilting mechanism (100) may be provisioned at a front end of the cabin [that is, front section of the vehicle] and may be configured to assist the cabin to operate between an operational condition and a service condition, in order to access the components of the vehicle. One skilled in the art would note that, the service condition of the cabin with respect to the frame of the vehicle relates to the cabin inclination of the cabin at an angle with respect to the frame. Also, the operational condition may be defined as proximal positioning of the cabin with respect to the frame of the vehicle, that is, the cabin of the vehicle may be substantially parallel to the frame of the vehicle. In an embodiment, the cabin tilting mechanism (100) may be disposed across a lateral direction of the cabin, where the cabin may be resided on the frame that may be parallelly positioned in the vehicle.

The configuration of the cabin tilting mechanism (100) [hereinafter referred to as the mechanism] is explained with greater detail below and the reference is made to Figure 1 to Figure 3. The mechanism (100) may include a split torsion bar (T). The split torsion bar (T) in this particular and exemplary embodiment may include a first torsion bar (1) and a second torsion bar (2). The first torsion bar (1) and the second torsion bar (2) may be configured to lie along a first axis (A-A). The first torsion bar (1) may be defined by a first end (3a) and a second end (4a). The first end (3a) and the second end (4a) of the first torsion bar (1) may be defined with multiple serrations (13). The second torsion bar (2) may also be defined by a first end (3a) and a second end (4b). The first end (3b) and the second end (4b) of the first torsion bar (1) may also be defined with multiple serrations (13). The mechanism (100) also includes a first tube (6) and a second tube (7). Each of the first tube (6) and the second tube (7) may be defined by a proximal end (8) and a distal end (9). The first tube (6) and the second tube (7) may be hollow structures which are configured to accommodate the first torsion bar (1) and the second torsion bar (2) respectively. The first torsion bar (1) and the second torsion bar (2) may be positioned adjacent to each other and may also be configured to lie along the first axis (A-A). The first tube (6) and the second tube (7) may be configured such that the proximal ends (8) of the first tube (6) and the second tube (7) are positioned adjacent to each other. Further, the first tube (6) and the second tube (7) may be interconnected together by a connector (10). The proximal end (8) of the first tube (6) and the second tube (7) may be connected by the connector (10). The diameter of the connector (10) in this particular and exemplary embodiment may be greater than the diameter of the first tube (6) and the second tube (7). In this exemplary embodiment, an inner diameter of the connector (10) may be substantially equivalent to the outer diameter of the first tube (6) and the second tube (7).

Further, the distal end (9) of the first tube (6) may be connected to a first damper (14) and the distal end (9) of the second tube (7) may be connected to a second damper (15). In this exemplary embodiment, the first damper (14) and the second damper (15) may be cylindrical structures that are accommodated on at the distal end (9) of an outer surface of the first tube (6) and the second tube (7) respectively. The first tube (6) and the second tube (7) may be rotatably accommodated inside the first damper (14) and the second damper (15). The mechanism (100) also includes a first adjuster (11) and a second adjuster (12). One of the ends of the first adjuster (11) may be fixedly accommodated in the first damper (14) and one of the ends of the second adjuster (12) may be fixedly accommodated in the second damper (15). The first damper (14) may be configured such that, one of the ends of the first damper (14) rotatably accommodates the first tube (6) and the opposing end of the first damper (14) fixedly accommodates the first adjuster (11). The first adjuster (11) may be configured with a conical profile and the diameter of the first adjuster (11) may be configured to gradually reduce through its length. The end of the first adjuster (11) with the smaller diameter may be freely suspended whereas, the end of the first adjuster (11) with greater diameter may be fixedly connected to the first damper (14). The second damper (15) may be configured such that, one of the ends of the second damper (15) rotatably accommodates the second tube (7) and the opposing end of the second damper (15) fixedly accommodates the second adjuster (12). The second adjuster (12) may be configured with a conical profile and the diameter of the second adjuster (12) may be configured to gradually reduce through its length. The end of the second adjuster (12) with the smaller diameter may be freely suspended whereas, the end of the second adjuster (12) with greater diameter may be fixedly connected to the second damper (15).

The mechanism (100) may also include at least one first mount (5) [hereinafter referred to as the first mount]. The first mount (5) may be an elongated structure where one end of the first mount (5) is defined with a flat profile and the opposing end of the first mount (5) is defined with a substantially circular profile. The end of the first mount (5) with the flat profile may be fixedly connected to the cabin of the vehicle whereas, the opposing end of the first mount (5) may be fixedly connected to at least one of the first tube (6) and the second tube (7). As the cabin is traversed from the operational condition to the service condition, the first mount (5) that is fixedly connected to the cabin also traverses along with the cabin from the operational condition to the service condition. Since, the first mount (5) is fixedly connected to the first tube (6) and the second tube (7), the rotation of the first mount (5) as the cabin is traversed from the operational condition to the service condition causes the first tube and the second tube (7) to rotate about the first axis (A-A). The first mount (5) may act as an interconnecting member which interconnects and transmits the movement of the cabin to the first tube (6) and the second tube (7). In this preferable and exemplary embodiment, two first mounts (5) are configured. One of the first mount (5) may be connected to the distal end of the first tube (6) and may be positioned proximal to the first damper (14). The other first mount (5) may be connected to the distal end of the second tube (7) and may be positioned proximal to the second damper (15). The mechanism (100) may also include at least one second mount (16) [hereinafter referred to the second mount]. The second mount (16) in this preferable and exemplary embodiment may be positioned below the first damper (14) and the second damper (15). One end of the second mount (16) may accommodate the complete mechanism (100) and the other end of the second mount (16) may be fixed to the frame of the vehicle. In an exemplary embodiment, one end of the second mount (16) may be fixedly connected to the first damper (14) and the second damper (15) whereas, the other end of the second mount (16) may be fixedly connected to the frame of the vehicle.

The positioning of the split torsion bar (T) in the first tube (6) and the second tube (7) is explained with greater detail below. With reference to the Figure 1 and Figure 3, the first torsion bar (1) may be accommodated in the first tube (6). The length of the first torsion bar (1) may be configured to be substantially equivalent to the sum of the length of the first tube (6) and the first adjuster (11). The inner surface of the connector (10) which is connected to the proximal end (8) of the first tube (6) may be defined with serrations (13) which complement the serrations (13) defined on the first end (3a) of the first torsion bar (1). Further, serrations may be defined along the inner surface and at the end of the first adjuster (11) which is opposite to the end of the first adjuster (11) that is connected to the first damper (14). The serrations (13) on this end of the first adjuster (11) may complement the serrations (13) defined to the second end (4a) of the first tube (6). Thus, the serrations (13) on the inner surface of the connector (10) mesh with the serrations (13) on the first end (3a) of the first torsion bar (1) and fixedly accommodate the first torsion bar (1). Similarly, the serrations on the inner surface of the first adjuster (11) mesh with the serrations on the second end (4a) of the first torsion bar (1) and fixedly accommodate the first torsion bar (1). The second torsion bar (2) may be accommodated in the second tube (7). The length of the second torsion bar (2) may be configured to be substantially equivalent to the sum of the length of the second tube (7) and the second adjuster (12). The inner surface of the connector (10) which is connected to the proximal end (8) of the second tube (7) may be defined with serrations (13) which complement the serrations (13) defined on the first end (3b) of the second torsion bar (2). Further, the end of the second adjuster (12) which is opposite to the end of the second adjuster (12) that is connected to the second damper (15) may be defined with serrations (13) along the inner surface. The serrations (13) on this end of the second adjuster (12) may complement the serrations defined to the second end (4b) of the second torsion bar (2). Thus, the serrations (13) on the inner surface of the connector (10) mesh with the serrations (13) on the second end (4b) of the second torsion bar (2) and fixedly accommodate the second torsion bar (2). Similarly, the serrations on the inner surface of the second adjuster (12) mesh with the serrations on the second end (4b) of the second torsion bar (2) and fixedly accommodate the second torsion bar (2).

The cabin may initially be tilted from the operational condition to the service condition. Subsequently, the first torsion bar (1) and the second torsion bar (2) may be inserted into the first tube (6) and the second tube (7) respectively. As illustrated above, the serrations (13) on the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) may be configured to engage with the serrations defined on the inner surface of the connector (10). Further, the serrations (13) on the second ends (4a and 4b) of the first torsion bar (1) and the second torsion bar (2) may be configured to mesh with the serrations defined on the inner surface of the first adjuster (11) and the second adjuster respectively. Once, the split torsion bar (T) is inserted into the first tube (6) and the second tube (7), the cabin may be titled from the service condition to the operational condition where the cabin completely rests on the frame of the vehicle. As the cabin is rotated back to the operational condition, the first mounts (5) traverse with the cabin. Consequently, the first tube (6) and the second tube (7) rotate since, the first mounts (5) are fixedly connected to the first tube (6) and the second tube (7). Further, the connector (10) which interconnects the first tube (6) and the second tube (7) may also rotate along with the first tube (6) and the second tube (7). Since the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) are fixedly connected to the inner surface of the connector (10), the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) may also rotate. However, the second ends (4a and 4b) of the first torsion bar (1) and the second torsion bar (2) remain fixed to the first adjuster (11) and the second adjuster (12) respectively. Consequently, the first ends (3a and 3b) and the region proximal to the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) are twisted whereas, the second ends (4a and 4b) remain fixed. Thus, torsional force is induced in the split torsion bar (T). This torsional force in the split torsional bar may be released when the user traverses the cabin from the operational condition to the service condition. The user may operate a lever within the cabin for releasing a lock that fixedly connects the cabin to the frame. Once the lock is released, the user may apply minimal effort to initiate the transition of the cabin from the operational condition to the service condition. The split torsion bar (T) may assist in traversing the cabin from the operational condition to the service condition.

In an embodiment, the split torsion bar (T) may include more than two torsion bars. These torsion bars may also be aligned along the same axis. In an embodiment the split torsion bar (220) may be made of any elastic material including but not limited to rubber or steel. The steel material for the split torsion bar (T) may be of any grade including but not limited to SAE 9262, SAE 8660, SAE 5160, etc. In an embodiment, the connector (10) may fixedly or removably interconnect the first tube (6) and the second tube (7) by at least one of welding, rivets, fasteners etc. In an embodiment, the first tube (6), the second tube (7) and the connector (10) may be defined with complementing serrations which act as connecting members. In an embodiment, the first damper (14) and the second damper (15) may be made of any material including but not limited to rubber. In an embodiment, the first tube (6) and the second tube (7) may be configured as a single tube or a single/integral member with serrations (13) being defined along a substantially central region of the tube.

Figure 4-Figure 6 illustrates an embodiment of the mechanism (100). The mechanism (100) in this embodiment may also include the first tube (6) and the second tube (7). Each of the first tube (6) and the second tube (7) may be defined by the proximal end (8) and the distal end (9). The first tube (6) and the second tube (7) may be hollow structures which are configured to accommodate the first torsion bar (1) and the second torsion bar (2) respectively. The configuration of the first torsion bar (1) and the second torsion bar (2) may be the same as illustrated above. The first torsion bar (1) and the second torsion bar (2) may be positioned adjacent to each other and may also be configured to lie along the first axis (A-A). The first tube (6) and the second tube (7) may be configured such that the proximal ends (8) of the first tube (6) and the second tube (7) are positioned adjacent to each other. The mechanism (100) may further include a central adjuster (17). The first tube (6) and the second tube (7) may be rotatably accommodated in the central adjuster (17) by any known means including but not limited to a sleeve, a bearing etc. The split torsion bar (T) may be positioned in the first tube (6) and the second tube (7) such that, the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) are fixedly connected to the central adjuster (17). Further, the inner surface of the first tube (6) and the second tube (7) may be defined with serrations. The serrations may be defined at the distal ends (9) of first tube (6) and the second tube (7). The second ends (4a and 4b) of the first torsion bar (1) and the second torsion bar (2) may be fixedly accommodated or may be configured to mesh with the serrations on the distal end (9) of the first tube (6) and the second tube (7).

The mechanism (100) may include the first damper (14) and may herein be positioned on the first tube (6) at a pre-determined distance away from the distal end (9) of the first tube (6). Similarly, the second damper (15) may also be positioned at a pre-determined distance away from the distal end (9) of the second tube (7). The mechanism (100) may also include a central damper (18) that is positioned adjacent to the central adjuster (17) on at least one of the first tube (6) and the second tube (7). In this exemplary embodiment, the central adjuster (17) is positioned on the second tube (7) and lies adjacent to the central adjuster (17).

Similar to the above illustrated configuration, the mechanism (100) in the instant embodiment may also include may also include at least one first mount (5) [hereinafter referred to as the first mount]. The first mount (5) may be an elongated structure where one end of the first mount (5) is defined with a flat profile and the opposing end of the first mount (5) is defined with a substantially circular profile. The end of the first mount (5) with the flat profile may be fixedly connected to the frame of the vehicle whereas, the opposing end of the first mount (5) may be fixedly connected to at least one of the first tube (6) and the second tube (7). As the cabin is traversed from the operational condition to the service condition, the first mount (5) that is fixedly connected to the cabin also traverses along with the cabin form the operational condition to the service condition. Since, the first mount (5) is fixedly connected to the first tube (6) and the second tube (7), the rotation of the first mount (5) as the cabin is traversed form the operational condition to the service condition causes the first tube and the second tube (7) to rotate about the first axis (A-A). In this preferable and exemplary embodiment, two first mounts (5) are configured. One of the first mount (5) may be connected to the first tube (6) and may be positioned proximal to the first damper (14). The other first mount (5) may be connected to the second tube (7) and may be positioned proximal to the second damper (15). The mechanism (100) may also include at least one second mount (16) [hereinafter referred to the second mount]. The second mount (16) in this preferable and exemplary embodiment may be positioned below the first damper (14), the second damper (15) and the central damper (18). One end of the second mount (16) may accommodate the complete mechanism (100) and the other end of the second mount (16) may be fixed to the frame of the vehicle. In an exemplary embodiment, one end of the second mount (16) may be fixedly connected to the first damper (14), the second damper (15) and the central damper (18) whereas, the other end of the second mount (16) may be fixedly connected to the frame of the vehicle.

The cabin may initially be tilted from the operational condition to the service condition. Subsequently, the first torsion bar (1) and the second torsion bar (2) may be inserted into the first tube (6) and the second tube (7) respectively. As illustrated above, the serrations (13) on the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) may be configured to engage with the serrations defined on the inner surface of the central adjuster (17). Further, the serrations (13) on the second ends (4a and 4b) of the first torsion bar (1) and the second torsion bar (2) may be configured to mesh with the serrations defined on the inner surface of the first tube (6) and the second tube (7) respectively. Once, the split torsion bar (T) is inserted into the first tube (6) and the second tube (7), the cabin may be titled from the service condition to the operational condition where the cabin completely rests on the frame of the vehicle. As the cabin is rotated back to the operational condition, the first mounts (5) traverse with the cabin. Consequently, the first tube (6) and the second tube (7) rotate since, the first mounts (5) are fixedly connected to the first tube (6) and the second tube (7). Further, the central adjuster (17) may fixedly hold the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2). Since the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) are fixedly connected to the inner surface of the central adjuster (17), the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) may remain fixed. However, the second ends (4a and 4b) of the first torsion bar (1) and the second torsion bar (2) are allowed to rotate with the first tube (6) and the second tube (7) respectively. Consequently, the first ends (3a and 3b) of the first torsion bar (1) and the second torsion bar (2) are fixed whereas, the second ends (4a and 4b) are twisted. Thus, torsional force is induced in the split torsion bar (T) at the second ends (4a and 4b) and the region proximal to the second ends (4a and 4b). This torsional force in the split torsional bar may be released when the user traverses the cabin from the operational condition to the service condition. The user may operate the lever within the cabin for releasing the lock that fixedly connects the cabin to the frame. Once the lock is released, the user may apply minimal effort to initiate the transition of the cabin from the operational condition to the service condition. The split torsion bar (T) may assist in traversing the cabin from the operational condition to the service condition.

In an embodiment, the split torsion bar (T) and the above illustrated mechanism (100) ensures that the torsional force is uniformly distributed along a substantially central region or along either ends of the mechanism (100). The above configuration ensures that the concentration of the torsional force is not limited to one of the ends of the mechanism (100). Consequently, the wobbling and the vibrations in the cabin while the vehicle is traversing over a pathway is reduced. Since, the torsional force is uniformly distributed on the split torsion bar (T), the overall diameter of the split torsional bar (T) may be reduced. The uniform distribution of the torsional force prevents the torque form being concentrated on one of the ends of the mechanism (100). Consequently, the stresses are also uniformly distributed, and the overall operational life of the mechanism (100) is improved.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

Description Referral numerals
First torsion bar 1
Second torsion bar 2
First end 3a, 3b
Second end 4a, 4b
First mount 5
First tube 6
Second tube 7
Proximal end 8
Distal end 9
Connector 10
First adjuster 11
Second adjuster 12
Serrations 13
First damper 14
Second damper 15
Second mount 16
Central adjuster 17
Central damper 18
Split torsion bar T
Cabin tilting mechanism 100