JP6770940B2 - Alignment adjustment device and vehicle - Google Patents

Description

The present invention relates to an alignment adjusting device for adjusting a toe angle and a camber angle on a wheel of a vehicle.

Conventionally, there is a wheel alignment adjuster for measuring and adjusting whether or not the toe angle and camber angle of an automobile wheel are set to predetermined values. The toe angle is the angle of the wheel with respect to the traveling direction of the vehicle, and the camber angle is the angle of the wheel with respect to the vertical axis direction. In addition, a master gauge for verifying the wheel alignment adjuster itself is being developed.

Patent Document 1 describes a main body frame, four rotation axes that can be angularly displaced in the toe angle and camber angle directions via gyro mechanisms on both front and rear sides of the main body frame, and rotatably supported, and each rotation axis. A wheel alignment adjuster certified master gauge with a master wheel attached to is disclosed. In the wheel alignment adjuster certification master gauge, the reference position is adjusted by inserting a locate pin into the gyro mechanism so that the toe angle and the camber angle become predetermined reference positions (for example, 0 degrees).

Special Fair 6-21762

By the way, in the case described in Patent Document 1, the reference position is adjusted by inserting the locating pin, but as an actual part, due to an error in the manufacturing process, an error in the assembly process, an error due to the insertion condition of the locating pin, etc. Finally, there is a problem that the toe angle and the camber angle cannot always be set to a predetermined reference position. Therefore, when a precise angle is required, there is a problem that it cannot be recognized whether the toe angle or camber angle detected by the wheel alignment adjuster is accurate unless it is set to a predetermined reference position. ..

Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide an alignment adjusting device capable of accurately and freely setting a toe angle and a camber angle.

In order to solve the above problems, the alignment adjusting device according to one aspect of the present invention has a camber angle adjustment that moves in the vertical direction as the housing, the camber angle adjusting handle, and the camber angle adjusting handle rotate. Toe angle adjustment handle shaft that moves in the front-rear direction of the vehicle in a direction perpendicular to the vertical direction as the toe angle adjustment handle and the toe angle adjustment handle rotate. A portion, a first spherical support that is rotatably held by the housing, a shaft that penetrates the inside of the first spherical support and has a wheel attached to one end on the outer side of the housing, and a shaft. A second spherical support mounted on the side opposite to the side on which the wheel is mounted, a holding portion that rotatably holds the second spherical support, and a first slide mechanism that slides the holding portion in the vertical direction. It is equipped with a second slide mechanism that slides the holding part in the front-rear direction, and the holding part moves in the vertical direction with respect to the housing as the camber angle adjusting handle shaft moves, and the toe angle adjusting handle shaft As the wheel moves, it moves in the front-rear direction of the vehicle with respect to the housing.

The alignment adjusting device may include a camber angle display unit that displays the camber angle of the wheel as the camber angle adjusting handle rotates.

The alignment adjusting device may include a toe angle display unit that displays the toe angle of the wheel as the toe angle adjusting handle rotates.

Further, the vehicle according to one aspect of the present invention includes a steering wheel, a steering shaft that rotates in conjunction with the rotation of the steering wheel, a rack and pinion that slides in the axle direction as the steering shaft rotates, and the above-mentioned alignment. An adjusting device is provided for each wheel.

In the alignment adjusting device according to one aspect of the present invention, the toe angle and the camber angle are easily adjusted by moving the holding portion by the toe angle adjusting handle and the camber angle adjusting handle to move the shaft to which the wheel is attached. Can be done.

It is a perspective view which shows the example of the vehicle provided with the alignment adjustment device. It is a top view which shows the example of the vehicle provided with the alignment adjustment device. It is a front view which shows the example of the vehicle provided with the alignment adjustment device. It is a perspective view of the alignment adjustment apparatus. It is a perspective view of the alignment adjustment apparatus, and is the perspective view when viewed from the back side of FIG. It is sectional drawing when the alignment adjustment apparatus is viewed in a plan view, and is the figure which shows the change example of the toe angle. It is sectional drawing when the alignment adjustment apparatus is viewed from the front. It is sectional drawing when the alignment adjustment apparatus is viewed from the front, and is the figure which shows the change example of the camber angle. (A) and (b) are conceptual diagrams showing the operation concept of the alignment adjustment device.

Hereinafter, the alignment adjusting device according to one embodiment of the present invention will be described in detail with reference to the drawings.

<Embodiment>
The alignment adjusting device according to the present invention includes a housing (see 160 in FIGS. 4, 5, 7, and 8) and a camber angle adjusting handle (see 110 in FIGS. 4, 5, 7, and 8). The camber angle adjusting handle shaft (see 701 in FIGS. 7 and 8) and the toe angle adjusting handle (120 in FIGS. 4 and 6) move in the vertical direction as the camber angle adjusting handle rotates. (See) and the toe angle adjustment handle shaft (see 810 in FIG. 6) that moves in the front-rear direction of the vehicle in a direction perpendicular to the vertical direction as the toe angle adjustment handle rotates. The first spherical support (see 801 in FIGS. 6, 7, and 8) rotatably held in the housing and the outside of the housing penetrating the inside of the first spherical support. A shaft for mounting a wheel at one end (see 150 in FIGS. 4 to 8) and a second spherical support mounted on the side opposite to the side on which the wheel of the shaft is mounted (FIGS. 4, 6, 7, 7). (See 802 in FIGS. 8 and 9), a holding portion that rotatably holds the second spherical support (see 804 in FIGS. 4 to 7), and a first slide mechanism that slides the holding portion in the vertical direction. (See 162 in FIG. 4) and a second slide mechanism (see 161 and 163 in FIGS. 4 and 5) for sliding the holding portion in the front-rear direction, and the holding portion is a handle shaft portion for adjusting the camber angle. It moves in the vertical direction with respect to the housing as it moves, and moves in the front-rear direction of the vehicle with respect to the housing as the handle shaft for adjusting the toe angle moves.
The details will be described below.

FIG. 1 is a perspective view schematically showing a vehicle 1 to which an alignment adjusting device is attached. Further, FIG. 2 is a plan view of the vehicle 1 when viewed from above. FIG. 3 is a front view of the vehicle 1 when viewed from the front.

As shown in FIGS. 1 and 2, in the vehicle 1, front wheel side pillars 32 and rear wheel side pillars 31 are connected to both ends of the central pillar 30, and alignment adjusting devices 100a to 100d are provided at both ends thereof. Wheels 10a to 10d are attached.

An alignment adjusting device 100a is provided at one end of the front wheel side pillar 32, and a wheel 10a corresponding to the right front wheel is attached. Further, an alignment adjusting device 100b is provided at the other end of the front wheel side pillar 32, and a wheel 10b corresponding to the left front wheel is attached.

An alignment adjusting device 100c is provided at one end of the rear wheel side pillar 31, and a wheel 10c corresponding to the right rear wheel is attached. Further, an alignment adjusting device 100d is provided at the other end of the rear wheel side pillar 31, and a wheel 10d corresponding to the left rear wheel is attached.

Further, a support column 33 is provided in the middle of the central column 30, and a steering wheel 20 is rotatably attached to the end portion thereof. A steering shaft 21 that rotates with the rotation of the steering 20 is connected to the steering 20, and a rack and pinion 22 is connected to the side of the steering shaft 21 to which the steering 20 is not connected. The rotation of the steering shaft 21 causes the rack and pinion 22 to move in the left-right direction of the vehicle, whereby the shaft 23 connected to the rack and pinion 22 also moves in the left-right direction of the vehicle. By the movement of the shaft 23, the wheels 10a and 10b are driven in the same manner as a normal vehicle as shown by the alternate long and short dash line in FIG.

The alignment adjusting devices 100a, 100b, 100c and 100d are supported by the bases 11a, 11b, 11c and 11d, respectively. Each base portion 11a, 11b, 11c, 11d has a durability sufficient to withstand the load of the vehicle 1 and has a height such that the vehicle 1 does not come into contact with the ground. As a result, it is possible to prevent the vehicle 1 from coming into contact with the ground and exerting a force on the wheels 10a to 10d to affect the measurement of the toe angle and the camber angle.

A reference plate 40a is arranged on the upper surface of the right end of the front wheel side pillar 32, and a reference plate 40b is arranged on the upper surface of the left end. A reference plate 40c is arranged on the upper surface of the right end of the rear wheel side pillar 31, and a reference plate 40d is arranged on the upper surface of the left end. Reference holes 41a, 41b, 41c, 41d are provided in the centers of the reference plates 40a, 41b, 41c, and 41d, respectively.

The toe angle in the vehicle 1 passes through a plane including the reference holes 41a, 41b, and 41c (hereinafter, also referred to as a reference plane), the reference hole 41a, and the reference hole 41b, respectively, and is perpendicular to the reference plane. It refers to the angle formed by the wheel when the vehicle is viewed from above with respect to a plane that is perpendicular to both of a certain plane and passes through the midpoint of the reference hole 41a and the reference hole 41b. In other words, the toe angle can be said to be the angle formed by the wheels with respect to the traveling direction when the vehicle is viewed from above.

Further, the camber angle in the vehicle 1 is set on both a plane including the reference holes 41a, 41b and 41c (reference plane) and a plane passing through the reference hole 41a and the reference hole 41b and perpendicular to the reference plane. It is an angle formed by the wheel when the vehicle is viewed from the front with respect to a plane that is at a right angle and passes through the midpoint of the reference hole 41a and the reference hole 41b. In other words, the camber angle can be said to be the angle formed by the wheels in the vertical direction when the vehicle is viewed from the front (the angle at which the upper part of the wheels tilts outward or inward).

The structures of the alignment adjusting devices 100a, 100b, 100c, and 100d are substantially the same except that the mounting directions are different from each other. Therefore, here, the alignment adjusting device 100a will be described in detail, and the description of the other alignment adjusting devices 100b, 100c, and 100d will be omitted.

FIG. 4 is a perspective view of the alignment adjusting device 100a. Further, FIG. 5 is a perspective view of the alignment adjusting device 100a, which is a perspective view when the alignment adjusting device 100a is viewed from the back side of FIG. Further, FIG. 6 shows a cross-sectional view of the alignment adjusting device 100a when viewed from above in a horizontal plane including the center of the shaft 150, and shows a toe angle by the toe angle adjusting handle 120. It is the figure which showed the pattern of the change of. FIG. 7 shows a cross-sectional view of the alignment adjusting device 100a when viewed from the front side of the vehicle 1 and when the alignment adjusting device 100a is cut in a vertical plane including the center of the shaft 150, and FIG. 8 shows a cross-sectional view. It is the same cross-sectional view as above, and is a figure schematically showing a pattern of adjusting the camber angle. The configuration of the alignment adjusting device 100a will be described with reference to FIGS. 4 to 8.

The alignment adjusting device 100a includes a camber angle adjusting handle 110, a camber angle display unit 111, a toe angle adjusting handle 120, a toe angle display unit 121, a mounting unit 130, a housing 160, and a holding unit 804. , A shaft 150 and a support portion 140 are provided.

The alignment adjusting device 100a is attached to the right end of the front wheel side pillar 32 of the vehicle 1 via the attachment portion 130.

The camber angle adjusting handle 110 is a handle for adjusting the camber angle, and is connected to the camber angle adjusting handle shaft portion 701 as shown in FIG. 7. The camber angle adjusting handle shaft portion 701 is realized by a shaft feed mechanism configured to move in the vertical direction (vertical direction in FIG. 7) by rotating the camber angle adjusting handle 110, for example, a screw mechanism. Is realized by. The camber angle adjusting handle shaft portion 701 is also connected to the holding portion 804, and the holding portion 804 also moves in the vertical direction as the camber angle adjusting handle shaft portion 701 moves in the vertical direction.

The toe angle adjusting handle 120 is a handle for adjusting the toe angle, and is connected to the toe angle adjusting handle shaft portion 810 as shown in FIG. The toe angle adjusting handle shaft portion 810 is a shaft feed mechanism configured to move in the horizontal direction (the front-rear direction of the vehicle, the vertical direction in FIG. 6) by the rotation of the toe angle adjusting handle 120. It is realized by, for example, a screw mechanism. The toe angle adjusting handle shaft portion 810 is also connected to the holding portion 804, and the holding portion 804 also moves in the horizontal direction as the toe angle adjusting handle shaft portion 810 moves in the horizontal direction (front-rear direction of the vehicle). To do.

The holding portion 804 is a member configured separately from the housing 160, and the holding portion 804 is moved in the horizontal direction with respect to the housing 160 by the slide mechanisms 161 and 163 shown in FIG. 4, and the slide mechanism 162. It is configured to be movable in the vertical direction. The slide mechanisms 161, 162, and 163 can be realized by, for example, a cross roller guide, but are not limited thereto. The cross roller guide is a moving mechanism that allows only uniaxial movement (linear motion), which is assembled by alternately orthogonalizing precision rollers.

Due to the slide mechanisms 161, 162, and 163, the holding portion 804 moves only on the same plane and does not move in the direction perpendicular to the plane (the axial direction of the axis 150).

As shown in FIGS. 6 and 7, the holding portion 804 has a spherical bearing inside, and the second spherical support 802 is held by the spherical bearing. The second spherical support 802 is rotatably held by a spherical bearing inside the holding portion 804. The second spherical support 802 is configured so that the shaft 150 passes through the inside thereof, and the second spherical support 802 is slidably attached to the shaft 150 in the axial direction of the shaft 150. That is, although the second spherical support 802 is attached to the shaft 150, it is not fixed to the shaft 150.

The shaft 150 is a shaft corresponding to an axle in a normal vehicle, is on the side opposite to the side on which the second spherical support 802 is attached, and the wheel 10a is attached to the outside of the housing 160. A first spherical support 801 is attached to the shaft 150 between the wheel 10a and the second spherical support 802. The first spherical support 801 is rotatably held by a spherical bearing provided in the housing 160 through which a shaft 150 penetrates the inside thereof. Therefore, the rotation of the first spherical support 801 is limited to some extent by the shaft 150.

With the above configuration, the holding portion 804 is a plane defined by the slide mechanisms 161, 162, 163 (a plane perpendicular to the reference eye and parallel to the line connecting the reference hole 41a and the reference hole 41c). As the second spherical support 802 slides on the shaft 150, one end of the shaft 150 (holding portion 804 side) moves. By moving one end of the shaft 150, the shaft 150 is supported by the first spherical support 801 and the first spherical support 801 is held by the housing 160, so that the other end of the shaft 150 (wheel 10a). Side) moves. Therefore, the wheel 10a moves as shown in the two-dot chain line of FIG. 6 and the two-dot chain line of FIG. That is, the alignment adjusting device 100a can adjust the camber angle and the toe angle.

In other words, in the alignment adjusting device 100a, the shaft 150 moves with the center of the first spherical support 801 as a fulcrum and the holding portion 804 as a force point, and the wheel 10a side moves to adjust the camber angle and the toe angle. be able to.

The camber angle display unit 111 has a function of displaying the camber angle of the wheel 10a. The camber angle display unit 111 calculates and displays the camber angle of the wheel 10a based on the rotation angle of the camber angle adjusting handle. The camber angle display unit 111 includes, for example, a processor for calculating the camber angle by inputting the rotation angle of the camber angle adjusting handle and a monitor for displaying the camber angle calculated by the processor. The monitor may be a digital counter or an analog counter. As described above, in the alignment adjusting device 100a, the center of the second spherical support 802 includes the center of the second spherical support 802 and moves only on a plane perpendicular to the reference plane. Similarly, it can be said that the holding portion 804 that holds the second spherical support 802 also moves only on the same plane. Therefore, the camber angle is determined by how much the camber angle adjusting handle shaft portion 701 has moved the holding portion 804 in the vertical direction, the center of the first spherical support 801 and the center of the second spherical support 802. It can be said that it is determined by the distance between the two and the distance between the center of the first spherical support 801 and the center of the wheel 10a. Therefore, by holding the conversion function from the rotation angle of the camber angle adjusting handle 110 to the camber angle, the camber angle display unit 111 can accurately calculate and display the camber angle. By displaying the camber angle on the camber angle display unit 111, it is possible to test whether or not the camber angle detected by the inspection machine that inspects the toe angle and the camber angle of the shipped vehicle is accurate.

Further, the toe angle display unit 121 has a function of displaying the toe angle of the wheel 10a. The toe angle display unit 121 calculates and displays the toe angle of the wheel 10a based on the rotation angle of the toe angle adjusting handle. The toe angle display unit 121 includes, for example, a processor for calculating the toe angle by inputting the rotation angle of the toe angle adjusting handle, and a monitor for displaying the toe angle calculated by the processor. The monitor may be a digital counter or an analog counter. As described above, in the alignment adjusting device 100a, the center of the second spherical support 802 includes the center of the second spherical support 802 and moves only on a plane perpendicular to the reference plane. Similarly, it can be said that the holding portion 804 that holds the second spherical support 802 also moves only on the same plane. Therefore, the toe angle is determined by how much the handle shaft portion 810 for adjusting the toe angle moves the holding portion 804 in the horizontal direction (front-rear direction of the vehicle 1), the center of the first spherical support 801 and the second. It can be said that it is determined by the distance between the center of the spherical support 802 and the distance between the center of the first spherical support 801 and the center of the wheel 10a. Therefore, by holding the conversion function from the rotation angle of the toe angle adjusting handle 120 to the toe angle, the toe angle display unit 121 can accurately calculate and display the toe angle. By displaying the toe angle on the toe angle display unit 121, it is possible to test whether or not the toe angle detected by the inspection machine that inspects the toe angle and the camber angle of the shipped vehicle is accurate.

The support portion 140 supports the alignment adjusting device 100a and is placed on the base portion 11a.

FIG. 9 shows a conceptual diagram of an operation mode of the holding unit 804 in the alignment adjusting device 100. As described above, the alignment adjusting device 100 is configured to include the slide mechanisms 161, 162, and 163 so that the holding portion 804 operates on the same plane. Here, if the slide mechanisms 161, 162, and 163 are not provided and the second spherical support 802 cannot freely slide in the axial direction of the shaft 150, as shown in FIG. 9A. In addition, the force F1 applied by rotating the camber angle adjusting handle or the toe angle adjusting handle with respect to the holding portion 901 including the second spherical support slides sideways, and all the forces are not applied as they are (force). Escapes), which may cause the calculation of the camber angle or toe angle to be incorrect.

On the other hand, in the holding portion 804 of the alignment adjusting device 100, the second spherical support 802 held inside the holding portion 804 is slidably configured with respect to the shaft 150, and the holding portion 804 itself slides. The mechanisms 161 and 163 move in the horizontal direction, and the slide mechanism 162 moves in the vertical direction. Therefore, the holding portion 804 is configured to be movable only on the same plane.

That is, the holding portion 804 does not move in the direction indicated by the arrow 902. Therefore, all the force F2 is applied to the holding portion 804 as it is, and the force does not escape. That is, it can be said that the configuration functions as a canceling mechanism that does not miss the force transmitted from each adjustment handle. Therefore, the alignment adjusting device 100 can have the effect of suppressing the possibility of causing a deviation in the calculation of the camber angle and the toe angle.

According to the vehicle 1 shown in the above embodiment, since the vehicle 1 includes a transmission system (steering system) from the steering 20 to the wheels, it detects not only the toe angle and the camber angle but also the kingpin angle and the caster angle. be able to. The kingpin angle is the inclination of the kingpin shaft when the vehicle is viewed from the front, and the kingpin shaft is the rotation shaft of steering, that is, the steering shaft 21. The caster angle refers to the inclination of the kingpin axis of the front wheels (wheels 10a and 10b) when the vehicle 1 is viewed from the side.

Further, the above-mentioned alignment adjusting device may be mounted as a drive system for wheels in an actual vehicle. When mounted on an actual vehicle, it is equipped with a motor for automatically rotating the camber angle adjusting handle 110 and the toe angle adjusting handle 120 and its control device, and is provided during the operation of the vehicle (for example, while traveling). May be configured so that the camber angle and toe angle can be adjusted. With this configuration, it is possible to appropriately adjust the state to the user's preference even during driving (adjust the response performance of the vehicle according to the rotation of the steering wheel).

1 Vehicle 20 Steering 21 Steering shaft 22 Rack and pinion 23 Axis 10a, 10b, 10c, 10d Wheel 100a, 100b, 100c, 100d Alignment adjustment device 110 Camber angle adjustment handle 111 Camber angle display 120 Toe angle adjustment handle 121 Toe Angle display 150 Axis 161, 162, 163 Slide mechanism 701 Camber angle adjustment handle Axis 801 First spherical support 802 Second spherical support 810 Toe angle adjustment handle Axis

Claims (4)

With the housing
Camber angle adjustment handle and
A camber angle adjusting handle shaft that moves in the vertical direction as the camber angle adjusting handle rotates.
Handle for adjusting toe angle and
With the rotation of the toe angle adjusting handle, a toe angle adjusting handle shaft portion that is perpendicular to the vertical direction and moves in the front-rear direction of the vehicle,
A first spherical support rotatably held in the housing and
A shaft that penetrates the inside of the first spherical support and has a wheel attached to one end on the outer side of the housing.
A second spherical support mounted on the side of the shaft opposite to the side on which the wheel is mounted, and a holding portion for rotatably holding the second spherical support.
A first slide mechanism that slides the holding portion in the vertical direction,
A second slide mechanism for sliding the holding portion in the front-rear direction is provided.
The holding portion moves in the vertical direction with respect to the housing as the camber angle adjusting handle shaft portion moves, and the holding portion moves with respect to the housing as the toe angle adjusting handle shaft portion moves. An alignment adjusting device characterized by moving in the front-rear direction of the vehicle. The alignment adjusting device according to claim 1, further comprising a camber angle display unit that displays the camber angle of the wheel with the rotation of the camber angle adjusting handle. The alignment adjusting device according to claim 1 or 2, further comprising a toe angle display unit that displays the toe angle of the wheel as the toe angle adjusting handle rotates. Steering and
A steering shaft that rotates in conjunction with the rotation of the steering
A rack and pinion that slides in the axle direction as the steering shaft rotates,
A vehicle provided with the alignment adjusting device according to any one of claims 1 to 3 for each wheel.

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