JP2008094137A - Spoke angle adjusting method of steering wheel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a spoke angle adjusting method of a steering wheel capable of certainly reducing the burden on a worker without a large-scale facility, and efficiently and accurately adjusting a spoke angle. <P>SOLUTION: While a vehicle is placed on a testing machine on a bench and in a virtual traveling state, a steering wheel is operated to successively measure at least two turned angles, and lateral force on a front wheel side and lateral force on a rear wheel side in each turned angle are simultaneously measured. From the measured result, each relational expression indicating lateral force change on the front wheel side and lateral force change on the rear wheel side to the turned angle change of the steering wheel is obtained. A spoke angle when a vehicle is in a straight-ahead traveling state is calculated from each relational expression. Toe angle adjusting amount is obtained from the calculated spoke angle, and the toe angle is adjusted by the adjusting amount. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a spoke angle adjusting method for adjusting a spoke angle of a steering wheel to a neutral position when a vehicle is traveling straight.

  Conventionally, when the spoke angle of the steering wheel when the vehicle is traveling straight is not the neutral position, the toe angle of the vehicle is adjusted so that the spoke angle is within an allowable range with respect to the neutral position (for example, Patent Documents). 1).

  The spoke angle of the steering wheel when the vehicle is traveling straight is measured by the operator reading the spoke angle indicated by the bubble level attached to the steering wheel while the vehicle is actually traveling straight along the straight road. The Since the spoke angle at this time is measured as a deviation angle from the neutral position, based on the measured spoke angle, the toe of the vehicle is adjusted so that the spoke angle of the steering wheel when traveling straight is within an allowable range with respect to the neutral position. Corner adjustment is performed.

  However, in this type of method for adjusting the spoke angle, since the operator actually drives the vehicle straight, there is a possibility that a measurement error may occur due to slight unevenness or slight inclination of the traveling road surface. Moreover, in order to reduce the variation in measurement, it is necessary to make the straight path sufficiently long, which increases the equipment. In particular, when a straight road is provided outdoors, accurate measurement cannot be performed due to the influence of weather such as wind and rain. Furthermore, the operation of actually running the vehicle straight requires a skill of the operator's driving technique, and the measured value of the spoke angle read from the bubble level or the like may vary by the operator.

  Thus, a method has been proposed in which a spoke angle of the steering wheel is measured in a straight traveling state by using a bench test machine without actually traveling the vehicle straight along a straight road (see Patent Document 2). . In this method, an acceleration sensor for measuring the acceleration in the vehicle height direction and the vehicle width direction is attached to the steering wheel, and the acceleration data output from the acceleration sensor is taken into the measurement control device, so that the steering wheel in a straight traveling state of the vehicle is obtained. A spoke angle is calculated. According to this, since it is possible to measure the spoke angle of the steering wheel regardless of the reading evaluation by the worker, high measurement accuracy can be obtained. In addition, since it is only necessary to use a bench testing machine and attach an acceleration sensor to the steering wheel, the apparatus configuration can be simplified.

However, in this method, the acceleration in the horizontal direction of the vehicle width is calculated based only on the measurement data of the acceleration sensor attached to the steering wheel, and the spoke angle is calculated when the calculation result indicates a straight traveling state. The spoke angle cannot be calculated until a calculation result indicating the state is obtained. For this reason, the worker needs to form a straight traveling state of the vehicle by steering operation so that the acceleration calculation result of the vehicle width horizontal direction of the vehicle itself indicates a straight traveling state, and depending on the skill level of the worker, a long measurement time is required. Therefore, there is a risk of burden on the operator.
JP-A-2-102879 JP-A-5-79950

  The present invention eliminates such inconvenience, and the present invention eliminates the need for large-scale equipment, can reliably reduce the burden on the operator, and can efficiently adjust the spoke angle with high accuracy. An object of the present invention is to provide a method for adjusting the spoke angle.

  In order to achieve such an object, the present invention provides a spoke angle adjustment method for adjusting a spoke angle of a steering wheel to a neutral position in a straight traveling state of a vehicle. The first aspect of the present invention is such that a front wheel of a vehicle can be rotated. After the vehicle to be measured is placed on a bench test machine having a front wheel placement portion to be placed and a rear wheel placement portion for placing a rear wheel of the vehicle in a rotatable manner, the vehicle is rotated by rotating the front wheels and the rear wheels. Simulating the driving state of the vehicle, and operating the steering wheel of the vehicle in the pseudo driving state to measure at least two turning angles sequentially, and the lateral force and rear wheel on the front wheel side at each turning angle A lateral force change on the front wheel side and a change in the lateral force on the rear wheel side with respect to a change in the turning angle of the steering wheel, based on each turning angle and each lateral force measured from the vehicle. Each relational expression showing Therefore, from each relational expression, the step of calculating the spoke angle when the relationship between the lateral force on the front wheel side and the lateral force on the rear wheel side indicates the straight traveling state of the vehicle, and the calculated spoke angle is outside the predetermined range. A step of obtaining a toe angle adjustment amount in which the spoke angle is within a predetermined range, and a step of adjusting the toe angle of the vehicle in a stopped state based on the obtained toe angle adjustment amount. To do.

  In the first aspect of the present invention, the steering wheel of a vehicle that is mounted on a bench test machine and put in a simulated running state is operated, and at least two cutting angles are sequentially measured. At this time, the lateral force on the front wheel side and the lateral force on the rear wheel side at each cutting angle are measured.

  In a vehicle that is in a simulated running state by the bench tester, a lateral force on the front wheel side and a lateral force on the rear wheel side are generated in the vehicle width direction of the vehicle according to the turning angle of the steering wheel. Here, for example, when the lateral force generated in the right direction of the vehicle is positive and the lateral force generated in the left direction of the vehicle is negative, turning the steering wheel to the right (turning clockwise) to the right Lateral force increases as the turning angle increases, and when the steering wheel is turned counterclockwise (turned counterclockwise), the lateral force decreases as the left turning angle increases (decreases relative to the right turning angle). . Based on this, the present inventor has found through various tests that the amount of change in the turning angle of the steering wheel and the amount of change in the lateral force are in a proportional relationship.

  Therefore, a relational expression indicating the relationship between the change in the turning angle and the change in each lateral force is obtained from the relationship between each measured turning angle of the steering wheel and each measured lateral force. At this time, specifically, a relational expression indicating the relationship between the change in the lateral force on the front wheel side and the change in the turning angle, and a relational expression indicating the relationship between the change in the lateral force on the rear wheel side and the change in the turning angle are obtained. These relational expressions show that the change amount of the turning angle and the change amount of the lateral force are in a proportional relationship, so that the two turning angles of the steering wheel, the lateral force on the front wheel side and the rear wheel side corresponding to the respective turning angles. It can be easily obtained simply by measuring the lateral force. Then, based on the respective relational expressions obtained at this time, a spoke angle is calculated when the relationship between the lateral force on the front wheel side and the lateral force on the rear wheel side indicates the straight traveling state of the vehicle.

  The straight traveling state of the vehicle is a state in which the moment on the front wheel side and the moment on the rear wheel side around the center of gravity of the vehicle are balanced. Here, for example, when the weight distribution of the vehicle is about 2: 1 between the front wheel side and the rear wheel side, the vehicle is used when the lateral force on the front wheel side is about twice the lateral force on the rear wheel side. Will go straight ahead. Accordingly, the spoke angle when the lateral force on the front wheel side is approximately twice the lateral force on the rear wheel side can be easily calculated. The spoke angle calculated at this time corresponds to a deviation angle from the neutral position. Therefore, when the calculated spoke angle is outside the predetermined range, the deviation angle from the neutral position is large, and therefore the toe required for setting the spoke angle within the predetermined range (that is, making the deviation angle within the allowable range). Find the amount of corner adjustment. The adjustment amount of the toe angle is a toe-in and toe-out angle necessary for setting the calculated spoke angle to a neutral position (for example, 0 °), and the toe angle change amount and the spoke angle change amount are set in advance. It can be determined based on the relationship. Then, by adjusting the toe angle of the vehicle in a stopped state based on the obtained adjustment amount of the toe angle, the spoke angle is within a predetermined range, and the deviation angle from the neutral position is made small.

  As described above, according to the present invention, the spoke angle is calculated only by the operator operating the steering at at least two turning angles in a vehicle that is in a simulated running state by the bench tester. The spoke angle can be measured using a straight road without actually driving the vehicle. This eliminates the need for large-scale equipment such as a straight road, can dramatically reduce the burden on the worker for measuring the spoke angle, and allows the spoke angle to be adjusted efficiently.

  A second aspect of the present invention is a bench test machine comprising a front wheel mounting portion for rotatably mounting a front wheel of a vehicle and a rear wheel mounting portion for rotatably mounting a rear wheel of the vehicle. After placing the vehicle to be measured, rotating the front wheels and the rear wheels to simulate the driving state of the vehicle, and operating the steering wheel of the vehicle in the pseudo driving state to set at least one turning angle And measuring the front wheel side lateral force and the rear wheel side lateral force at the turning angle, and the steering wheel turning angle collected in advance from another vehicle of the same vehicle type as the simulated vehicle. Steering wheel in a pseudo-running vehicle based on the lateral force change coefficient on the front wheel side and the lateral force change coefficient on the rear wheel side with respect to the change, and the turning angle and each lateral force measured from the pseudo-running vehicle Front wheel side with respect to change of cutting angle The respective relational expressions indicating the lateral force change and the rear wheel side lateral force change are obtained, and the relation between the front wheel side lateral force and the rear wheel side lateral force indicates the straight traveling state of the vehicle from each relational expression. A step of calculating the spoke angle, a step of obtaining an adjustment amount of a toe angle that causes the spoke angle to be within a predetermined range when the calculated spoke angle is outside the predetermined range, and a basis of the obtained adjustment amount of the toe angle And a step of adjusting a toe angle of the vehicle in a stopped state.

  In the second aspect of the present invention, first, a steering wheel of a vehicle that is mounted on a bench test machine and put in a simulated running state is operated to measure at least one cutting angle. At this time, the lateral force on the front wheel side and the lateral force on the rear wheel side at the turning angle are measured.

  In the second aspect of the present invention, a lateral force change coefficient on the front wheel side and a lateral force change coefficient on the rear wheel side with respect to the change in the turning angle of the steering wheel are prepared in advance. The front wheel side lateral force change coefficient and the rear wheel side lateral force change coefficient are a plurality of turning angle measurement values of the steering wheel collected using other vehicles of the same vehicle type as the vehicle that is being simulated. It is obtained from a plurality of lateral forces on the front wheel side and lateral forces on the rear wheel side measured for each cutting angle. That is, the lateral force change coefficient on the front wheel side is a slope of a straight line indicating a proportional relationship between the turning angle of the steering wheel and the lateral force on the front wheel side, and the lateral force change coefficient on the rear wheel side is equal to the turning angle of the steering wheel. It is the slope of a straight line indicating a proportional relationship with the lateral force on the rear wheel side.

  Next, using the lateral force change coefficient on the front wheel side and the lateral force change coefficient on the rear wheel side, the change in the lateral force on the front wheel side and the change in the lateral force on the rear wheel side with respect to the change in the turning angle of the vehicle in a pseudo driving state will be shown. Find each relational expression. The other vehicles from which the front wheel side lateral force change coefficient and the rear wheel side lateral force change coefficient are sampled and the vehicle in the pseudo driving state are of the same vehicle type, and therefore have the same properties. Therefore, it can be said that the front wheel side lateral force change coefficient and the rear wheel side lateral force change coefficient are common even in a vehicle in a pseudo driving state. Therefore, the relationship between the change in steering angle and the change in each lateral force in a vehicle that is in a pseudo driving state uses the lateral force change coefficient on the front wheel side and the lateral force change coefficient on the rear wheel side. It is possible to easily make each relational expression from a vehicle in a pseudo driving state by measuring only one turning angle of the steering wheel and the lateral force on the front wheel side and the rear wheel side corresponding to the turning angle. Can be requested. Then, based on the obtained relational expression, a spoke angle is calculated when the relationship between the lateral force on the front wheel side and the lateral force on the rear wheel side indicates the straight traveling state of the vehicle.

  As described above, according to the present invention, the lateral force change coefficient on the front wheel side and the lateral force on the rear wheel side with respect to the change in the turning angle of the steering wheel collected in advance from another vehicle of the same vehicle type as the vehicle in the pseudo driving state. By using the coefficient of change, one cutting angle and a front wheel side lateral force and a rear wheel side lateral force corresponding to the cutting angle are measured from a vehicle that is in a pseudo driving state by the bench test machine. By simply calculating the spoke angle, the adjustment amount of the toe angle can be easily obtained, and the spoke angle can be adjusted efficiently without requiring a large facility such as a straight road.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, 1 is a vehicle to be measured (hereinafter referred to as a vehicle), and 2 is a bench test machine. The bench test machine 2 includes a pair of left and right front wheel rollers 4 as a front wheel mounting portion on which the left and right front wheels 3 of the vehicle 1 are mounted, and a left and right front wheel mounting portion on which the left and right rear wheels 5 of the vehicle 1 are mounted. And a pair of rear wheel rollers 6. The front wheel roller 4 and the rear wheel roller 6 are constituted by two front and rear divided rollers 4a, 4b, 6a and 6b, which are pivotally supported by roller support frames 7 and 8, respectively. The roller support frames 7 and 8 are supported so as to be movable in the left-right direction along the slide rail 9, and the lateral movement force acting on the rollers 4 and 6 is detected via the roller support frames 7 and 8. A detector 10 such as a load cell is provided. Although not shown, when the roller support frames 7 and 8 move in the left-right direction along the slide rail 9, the sliding friction generated between the roller support frames 7 and 8 and the slide rail 9 is canceled and detected. A mechanism for improving the detection accuracy of the instrument 10 is provided.

  Further, a speedometer 11 for detecting the rotational speed of each roller 4, 6, a motor 12 for driving each roller 4, 6, and calculation means such as a computer (not shown) for inputting signals from the detector 10 and speedometer 11 And are provided.

  Further, angle detection means 14 for detecting a turning angle is attached to a predetermined position of the steering wheel 13 provided in the vehicle 1. The angle detection means 14 detects 0 ° when the steering wheel 13 is in the neutral position, detects the right turning angle as a plus angle, and detects the left turning angle as a minus angle.

  Next, a method for adjusting the spoke angle of the vehicle 1 in the first embodiment will be described. First, the left and right front wheels 3 of the vehicle 1 are placed on the left and right front wheel rollers 4, and the left and right rear wheels 5 of the vehicle 1 are placed on the left and right rear wheel rollers 6.

  Next, the measurement process is started, and as shown in FIG. 2, the front wheel 3 and the rear wheel 5 are rotated by the motor 12 via the rollers 4 and 6 in STEP 1. As a result, the vehicle 1 is in a pseudo running state. Proceeding to STEP 2, when the average speed detected by the speedometer 11 from the rotation of the rollers 4 and 6 falls within a preset range (for example, 30 km / h), the vehicle 1 is centered in STEP 3 to Restrain so that it does not slip laterally.

  Subsequently, in STEP 4, the operator operates the steering wheel 13, and the turning angle and lateral force (moving force in the vehicle width direction) at that time are measured. Then, the process proceeds to STEP 5 where the spoke angle when the vehicle 1 is traveling straight is calculated.

  Next, in STEP 6, it is determined whether the spoke angle calculated in STEP 5 is within a reference value (for example, ± 3 °) or not. If the spoke angle is within the reference value, the process proceeds to STEP 7 and each motor 12 The driving of the rollers 4 and 6 is stopped, and the routine ends.

  On the other hand, if the spoke angle is not within the reference value in STEP 6, the process proceeds to STEP 8 and STEP 9, where the toe angle adjustment amount is calculated and the toe angle adjustment amount is displayed. The calculation of the toe angle adjustment amount in STEP 8 is obtained from data determined in advance based on the relationship between the toe angle change amount and the spoke angle change amount. That is, using the spoke angle calculated in STEP 5 as a shift angle, a toe angle at which the shift angle is 0 ° is determined from predetermined data. After the toe angle adjustment amount is displayed in STEP 9, the process proceeds to STEP 10 and the driving of the rollers 4 and 6 by the motor 12 is stopped. Thereafter, the process proceeds to STEP 11 where the operator adjusts the toe angle with respect to the vehicle 1 stopped according to the toe angle adjustment amount displayed in STEP 9.

  Here, an example of the process of calculating the spoke angle in STEP 5 of FIG. 2 will be described in detail. In the spoke angle calculation step, in STEP 4 shown in FIG. 2, the operator first turns the steering wheel 13 to the right (turns clockwise) as shown in FIG. Of the vehicle 1 is measured by the angle detection means 14, and simultaneously, the lateral force on the first front wheel side of the vehicle 1 and the first rear wheel are detected from the moving force acting on the rollers 4 and 6 detected by the detector 10. Measure side lateral force. Next, as shown in FIG. 3B, the steering wheel 13 is turned to the left (turned counterclockwise), and the second turning angle is measured by the angle detecting means 14, and at the same time, the detector 10 is The lateral force on the second front wheel side and the lateral force on the second rear wheel side of the vehicle 1 are measured from the detected lateral forces acting on the rollers 4 and 6.

Then, in STEP 5 shown in FIG. 2, a relational expression is obtained based on the measured values collected in STEP 4. That is, based on the inventor's knowledge that the amount of change in the turning angle of the steering wheel 13 is proportional to the amount of change in each lateral force, as shown in FIG. The lateral force change on the side is a straight line passing through the coordinate c by the first turning angle and the lateral force on the first front wheel side and the coordinate d by the second turning angle and the lateral force on the second front wheel side. e next, thereby equation _{y 1 = a 1 x + b} 1 between the lateral force y ₁ spoke angle x and the front wheel side are determined.

Similarly, the relationship between the change in the turning angle and the change in lateral force on the rear wheel side in the vehicle 1 is the same as the coordinate f by the first turning angle and the lateral force on the first rear wheel side, the second turning angle, A straight line h passing through the coordinate g by the lateral force on the second rear wheel side is obtained, whereby a relational expression y ₂ = a ₂ x + b ₂ between the spoke angle x and the lateral force y ₂ on the rear wheel side is obtained.

Then, when the weight distribution between the front wheel side and the rear wheel side of the vehicle 1 is, for example, v: 1, when moments around the center of gravity of the vehicle 1 are balanced and go straight, a ₁ x + b ₁ = v (a ₂ x + b ₂ ), and when this relationship is established (coordinate i and coordinate j in FIG. 4), the spoke angle x when the vehicle 1 is in the straight traveling state is calculated.

  Thus, according to the method for adjusting the spoke angle of the vehicle 1 according to the first embodiment, the operator simply performs the simple operation of turning the steering wheel 13 left and right in STEP 4 shown in FIG. The spoke angle is calculated when the vehicle is in a straight-ahead state, and the adjustment amount of the toe angle is calculated from the calculated spoke angle. Therefore, the burden on the worker involved in measuring the spoke angle can be reduced, and the spoke angle can be efficiently adjusted. Adjustments can be made. In addition, since the spoke angle can be calculated with high accuracy by placing the vehicle 1 in a pseudo running state using the bench test machine 2, a large straight road or the like is required as compared with the case where the vehicle 1 is actually run. Equipment is not required, and equipment costs can be reduced.

  Next, a method for adjusting the spoke angle of the vehicle 1 using the bench testing machine 2 in the second embodiment will be described. In the second embodiment, the spoke angle is adjusted by the routine shown in FIG. 2 as in the first embodiment described above. At this time, in the second embodiment, only the work content in STEP 4 and the spoke angle calculation step in STEP 5 are different from those in the first embodiment, and other than that is the same as in the first embodiment.

  Therefore, the contents of STEP4 and STEP5 in the second embodiment will be described. In the STEP 4 shown in FIG. 2, the spoke angle calculation process of the second embodiment is as follows. As shown in FIG. 3A, the operator turns the steering wheel 13 to the right (turns clockwise), The cutting angle is measured by the angle detection means 14, and simultaneously, the lateral force on the front wheel side and the lateral force on the rear wheel side of the vehicle 1 are measured from the moving forces acting on the rollers 4 and 6 detected by the detector 10. To do. At this time, the turning direction of the steering wheel 13 may be the left direction (counterclockwise).

  Then, in STEP 5 shown in FIG. 2, a relational expression is obtained based on the measured values collected in STEP 4. Here, in the second embodiment, based on measurement data collected from another vehicle of the same vehicle type as the measurement target vehicle 1, as shown in FIG. A straight line k indicating a proportional relationship between the two and a straight line m indicating a proportional relationship between the change in the turning angle and the lateral force change on the rear wheel side is preset.

And since the measurement object vehicle 1 and other vehicles of the same vehicle type have the same properties, in FIG. 5, the change in the cutting angle obtained from the other vehicle of the same vehicle type and the side of the front wheel side. Using the front wheel side lateral force change coefficient a ₁ which is the inclination of the straight line k indicating a proportional relationship with the force change, the straight line p passing through the coordinate n by the turning angle measured from the vehicle 1 to be measured and the front wheel side lateral force. Ask for. The straight line p of the vehicle 1 to be measured and the straight line k of the other vehicle are parallel to each other by making the front wheel side lateral force change coefficient a ₁ , which is the inclination, the same, and the spoke angle x of the vehicle 1 to be measured is equation _{y 1 = a 1 x + b} 1 of a force y ₁ is obtained.

Similarly, in FIG. 5, the rear wheel side lateral force change, which is the slope of the straight line m indicating the proportional relationship between the change in the turning angle obtained from another vehicle of the same vehicle type and the rear wheel side lateral force change. Using the coefficient a ₂ , a straight line r passing through the coordinate q based on the turning angle measured from the vehicle 1 to be measured and the lateral force on the rear wheel side is obtained. The straight line r of the vehicle 1 to be measured and the straight line m of the other vehicle are parallel to each other by making the lateral force change coefficient a ₂ on the rear wheel side, which is the inclination of the vehicle, the spoke angle x and the rear wheel side in the vehicle 1 to be measured. lateral force equation _{y 2 = a 2 x + b} 2 and y ₂ are obtained.

Then, when the weight distribution between the front wheel side and the rear wheel side of the vehicle 1 is, for example, v: 1, when moments around the center of gravity of the vehicle 1 are balanced and go straight, a ₁ x + b ₁ = v (a ₂ x + b ₂ ), and when this relationship is established (coordinate s and coordinate t in FIG. 5), that is, the spoke angle x when the vehicle 1 is in the straight traveling state is calculated.

Thus, according to the spoke angle adjustment method of the vehicle 1 of the second embodiment, the lateral force change coefficient a ₁ on the front wheel side and the lateral force change coefficient a ₂ on the rear wheel side of other vehicles prepared in advance. 2 is used to calculate the spoke angle, so that the operator has only to turn the steering wheel 13 to the left or right (that is, only once) in STEP 4 shown in FIG. Adjustments can be made.

  In each of the above embodiments, the spoke angle is measured by using the bench test machine 2 provided with the front wheel roller 4 as the front wheel placement portion and the rear wheel roller 6 as the rear wheel placement portion. Although the example which performed was shown, the structure of a bench test machine is not restricted to this. As another example, as shown in FIG. 6, another bench test machine 17 having a front wheel placement belt 15 as a front wheel placement portion and a rear wheel placement belt 16 as a rear wheel placement portion. It may be adopted. The front wheel placement belt 15 is wound around a drive gear 19 and a driven gear 20 supported by the gear support frame 18 and rotates endlessly. Similarly, the rear wheel mounting belt 16 is looped over the drive gear 22 and the driven gear 23 supported by the gear support frame 21 and rotates endlessly. Reference numerals 24 and 25 denote auxiliary rollers that receive the load of the vehicle 1. The same reference numerals are given to the same components as the above-described bench testing machine 2, but the gear support frames 18 and 21 are supported so as to be movable in the left-right direction along the slide rail 9, and the belts 15 and 16. There is provided a detector 10 such as a load cell that detects the lateral movement force acting on the motor via the gear support frames 18 and 21. Although not shown, when each gear support frame 18, 21 moves in the left-right direction along the slide rail 9, the sliding friction generated between each gear support frame 18, 21 and the slide rail 9 is canceled and detected. A mechanism for improving the detection accuracy of the instrument 10 is provided. A speedometer 11 that detects the rotational speed of each belt 15, 16, a motor 12 that drives each drive gear 19, 22, a computer (not shown) that receives signals from the detector 10 and the speedometer 11, etc. And an arithmetic means.

  By adopting the bench test machine 17, the vehicle 1 can be put in a pseudo running state and the spoke angle can be measured with high accuracy in the same manner as when the bench test machine 2 is adopted. In addition, the lateral force from the wheels 3 and 5 is transmitted to the gear support frames 18 and 21 evenly via the belts 15 and 16, which is advantageous in that the detection accuracy of the detector 10 can be further improved. It is.

An explanatory side view showing a bench test machine adopted in an embodiment of the present invention. The flowchart which shows the spoke angle adjustment work in embodiment of this invention. Explanatory drawing which shows the measurement operation | work of the turning angle and lateral force of a steering wheel in embodiment of this invention. The graph which shows the relationship between the spoke angle of a steering wheel and lateral force in the 1st Embodiment of this invention. The graph which shows the relationship between the spoke angle of a steering wheel and lateral force in the 2nd Embodiment of this invention. The explanatory side view showing other bench testing machines employable in the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Measuring object vehicle, 2, 17 ... Bench test machine, 4 ... Front wheel roller (front wheel mounting part), 6 ... Rear wheel roller (rear wheel mounting part), 13 ... Steering wheel, 15 ... Front wheel mounting Placement belt (front wheel placement part), 16... Rear wheel placement belt (rear wheel placement part).

Claims (2)

A spoke angle adjustment method for adjusting a spoke angle of a steering wheel in a straight traveling state of a vehicle to a neutral position,
After the vehicle to be measured is mounted on a bench tester having a front wheel mounting portion for rotatably mounting a front wheel of the vehicle and a rear wheel mounting portion for rotatably mounting a rear wheel of the vehicle, the front wheel and the rear Rotating the wheel to simulate the running state of the vehicle;
Operating the steering wheel of the vehicle in a pseudo driving state to measure at least two turning angles sequentially, and measuring the lateral force on the front wheel side and the lateral force on the rear wheel side at each turning angle;
Based on each turning angle and each lateral force measured from the vehicle, a respective relational expression indicating a change in the lateral force on the front wheel side and a change in the lateral force on the rear wheel side with respect to the change in the turning angle of the steering wheel is obtained. Calculating the spoke angle when the relationship between the lateral force on the front wheel side and the lateral force on the rear wheel side indicates a straight traveling state of the vehicle from the relational expression;
When the calculated spoke angle is outside the predetermined range, obtaining a toe angle adjustment amount so that the spoke angle is within the predetermined range;
And a step of adjusting a toe angle of a vehicle in a stopped state based on the obtained adjustment amount of the toe angle. A spoke angle adjustment method for adjusting a spoke angle of a steering wheel in a straight traveling state of a vehicle to a neutral position,
After the vehicle to be measured is mounted on a bench tester having a front wheel mounting portion for rotatably mounting a front wheel of the vehicle and a rear wheel mounting portion for rotatably mounting a rear wheel of the vehicle, the front wheel and the rear Rotating the wheel to simulate the running state of the vehicle;
Measuring at least one turning angle by operating a steering wheel of the vehicle in a pseudo driving state, and measuring a front wheel side lateral force and a rear wheel side lateral force at the turning angle;
The front wheel side lateral force change coefficient and the rear wheel side lateral force change coefficient with respect to the steering wheel turning angle previously collected from other vehicles of the same vehicle type as the pseudo-running vehicle, and the pseudo-running vehicle Based on the measured turning angle and each lateral force, the respective relational expressions indicating the change in the lateral force on the front wheel side and the change in the lateral force on the rear wheel side with respect to the change in the turning angle of the steering wheel in a pseudo-running vehicle are shown. A step of calculating a spoke angle when a relationship between a lateral force on the front wheel side and a lateral force on the rear wheel side indicates a straight traveling state of the vehicle from each relational expression;
When the calculated spoke angle is outside the predetermined range, obtaining a toe angle adjustment amount so that the spoke angle is within the predetermined range;
And a step of adjusting a toe angle of a vehicle in a stopped state based on the obtained adjustment amount of the toe angle.

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