JPH01145213A - Automatic adjusting device for toe angle of vehicle - Google Patents

Abstract

PURPOSE:To surely clamp a toe angle adjusting rod by installing a means for clamping the toe angle adjusting rod onto an arm and installing a means for absorbing the deflection in the vertical direction of the toe angle adjusting rod between the clamping means and the arm. CONSTITUTION:A main arm 401 which extends in the vertical direction is installed onto a toe angle adjusting device, and the first and second arms 402 and 403 are installed at the both edges of the main arm 401. The first clamping means 404 for clamping a toe angle adjusting rod 601 is installed onto the first arm 402. The first driving means 452 for shifting the first arm 402 to the clamping position and waiting position of the toe angle adjusting rod 601 and the second driving means 437 for swinging the first arm 502 turning the first arm 402 and turning the toe angle adjusting rod 601 are installed onto the first clamping means 404. While, a means 455 for absorbing the deflection in the vertical direction of the toe angle adjusting rod 601 is installed between the first arm 402 and the first driving means 452.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a toe angle adjustment device used during vehicle assembly, and more particularly to an automatic toe angle adjustment device for a vehicle that automates toe angle adjustment.

(Prior Art) In a vehicle assembly process, a toe angle checking process is provided at the downstream end of the process, and the final adjustment of the inclination angle of the wheels with respect to the straight traveling direction of the vehicle, that is, the toe angle is performed. Here, the toe angle adjustment of the wheels is made based on the results of the toe angle measurement performed previously. To measure the toe angle, a so-called dynamic toe tester is used to measure each wheel while rotating the wheels on a drum. Method of calculating toe angle from side force and Japanese Patent Application Laid-Open No. 57-100
As seen in Japanese Patent No. 307, a method is known in which a measuring plate is brought into contact with the outer surface of a stationary wheel and the toe angle is directly determined from the inclination angle of the measuring plate.

By the way, in the conventional method of toe angle adjustment, the operator looks at the measured toe angle value displayed on the display board, and if the displayed value (actual value) of the toe angle differs from the set toe angle value,
The work of adjusting the toe angle was left entirely to manual work by the operator. Of course, a vehicle is equipped with a toe angle adjustment mechanism for each wheel; for example, in the case of front wheels, it is customary to provide a toe angle adjustment mechanism on the tie rod, which is a component of the steering mechanism ( Unexamined Japanese Patent Publication 1972
(Refer to Publication No.-27408). Various types of toe angle adjustment mechanisms are known, one of which uses a toe angle adjustment rod with a threaded portion, as seen in Japanese Utility Model Application Publication No. 103005/1983. What was there is known.

In other words, when this toe angle adjustment rod is installed in the tie rod, when the toe angle adjustment rod is rotated once,
This means that the length of the tie rod can be lengthened or shortened by the thread pitch. In other words, the rotation amount of the toe angle adjustment rod corresponds to the toe angle adjustment error. Therefore, when an operator adjusts the toe angle by looking at the toe angle measurement value on the display board as in the past, the difference between the toe angle measurement value and the set toe angle value (toe angle adjustment maximum) is replaced with the pitch number. It is necessary to perform toe angle adjustment work, but since this work requires a worker to look up at the car body from inside the pit and rotate the toe angle adjustment rod, there is a desire to automate this work as much as possible. .

In order to meet this demand, when automating the rotation of the toe angle adjustment rod (toe angle adjustment), an arm is provided facing the vehicle body from below, and a clamp that grips the toe angle adjustment rod is attached to the tip of this arm. It is conceivable to provide means. Of course, since it is necessary to adjust the toe angle as necessary, the arm must be movable up and down, and when moved upward, the clamping means must assume an operating position where it grips the toe angle adjustment rod. It won't happen. However, vehicles have different sizes of tires or variations in tire pressure, and as a result, the height position of the toe angle adjusting rod usually deviates up and down to some extent. Therefore, even if the arm (clamping means) is set at a predetermined operating position, a problem arises in that the toe angle adjusting rod cannot be gripped reliably due to the vertical deviation of the toe angle adjusting rod.

Therefore, an object of the present invention is to automate such toe angle adjustment by providing a clamp means for gripping the toe angle adjustment rod at the tip of the arm, making the arm movable up and down, and moving the clamp means to the operating position. Even if the arm moves upward and assumes the normal operating position, the toe angle adjusting rod is vertically displaced, so the toe angle cannot be adjusted by the clamping means. To provide an automatic toe angle adjustment device for a vehicle that prevents failure to grip an adjustment rod.

(Means and effects for solving the problem) In order to achieve the above technical problem, the present invention provides that the toe angle of the wheel can be adjusted by rotating the toe angle adjusting rod around its axis. An automatic toe angle adjustment device for vehicles equipped with a toe angle adjustment mechanism; a clamping means for gripping the adjustment rod; an operating position in which the arm is moved up and down and the clamping means grips the toe angle adjustment rod; and the clamping means is located below the toe angle adjustment rod. a first driving means for causing the arm to take a standby position; and a second driving means for causing the arm to swing around the toe angle adjusting rod to rotate the toe angle adjusting rod; A displacement absorbing means for absorbing vertical displacement of the toe angle adjusting rod is provided between the toe angle adjusting rod and the first driving means.

With this configuration, even if there is a vertical deviation in the height position of the toe angle adjusting rod, the positional deviation of the 1-angle adjusting rod is absorbed by the L deviation absorbing means, and the clamping The toe angle adjusting rod can be gripped securely by the means.

(Example) Hereinafter, an example of the present invention will be described based on the attached drawings.

2 and 3 show a toe angle adjustment station S installed in the final process of automobile assembly.
is installed for each wheel 2, and the toe angle of each wheel 2 is measured by a toe angle measuring device 3. Further, the bit P of the station S is provided with a toe angle adjusting device 4,
Here, a total of four toe angle adjusting devices 4 are installed for each wheel 2, and when the actual value measured by the toe angle measuring device 3 differs from the set toe angle, the toe angle adjusting device 4 is installed for each wheel 2. The toe angle m is adjusted accordingly. Furthermore, in the figures, those relating to the right front wheel are marked with rFRJ, similarly, those relating to the left front wheel are marked with rFLJ, those relating to the right rear wheel are marked with rRRJ, and those relating to the left rear wheel are marked with rRL. , l for identification. Also,
In the following explanation, when it is particularly necessary, the front wheels will be collectively referred to as rFJ and the rear wheels as rRJ, and when referring to each element collectively, only numerical reference marks will be used. Next, for convenience of explanation, before explaining the toe angle measuring device 3 and toe angle adjusting device 4,
The toe angle adjustment mechanism provided in each wheel 2 will be explained.

Toe adjustment mechanism 6 (FIGS. 4 and 5) FIG. 4 shows the rear wheel suspension 5. This suspension 5 is of a swing arm type, and the rear lateral which is a component of the wheel support member 501 is a swing arm type suspension. link 50
2 is provided with a toe angle adjustment mechanism 6 that can adjust the toe angle of the rear wheel 2R. This will be explained in more detail below.

In the figure, reference numeral 503 indicates a subframe, and subframe 50
3 is fixed to the vehicle body and extends in the vehicle width direction, and a rear wheel 2R is held at the right end and left end thereof via the wheel support member 501 so as to be movable up and down. The wheel support member 5
01 is a front lateral link 504 extending in the vehicle width direction.
and the rear lateral link 502 and a connecting link 505 as a wheel support member extending in the longitudinal direction of the vehicle body.
It has . The front lateral link 504 and the rear lateral link 502 refer to the rear lateral link 502.
These elements 502 and 504 are disposed at the rear in the longitudinal direction of the vehicle body, and these elements 502 and 504 are arranged at their inner ends (ends on the inside side of the vehicle body).
is rotatably connected to the subframe 503, and the outer end (end on the outside of the vehicle body) is connected to the connecting link 505.
It is rotatably connected to. That is, the outer end of the front lateral link 504 is connected to the front end of the connecting link 505, and the outer end of the rear lateral link 502 is connected to the rear end of the connecting link 505. The connecting link 505 has a king pin 505a extending outward from the vehicle body, and the rear wheel 2R is rotatably held with respect to the king pin 505a. Further, the suspension 5 is provided with a pair of left and right torsion rods 506 extending in the longitudinal direction of the vehicle body, and each torsion rod 506
The front end is rotatably connected to the vehicle body, and the rear end is rotatably connected to the connection link 505, and the wheel support member 50 is connected by the torsion rod 506.
1. The rigidity of the vehicle body in the longitudinal direction is ensured.

The toe angle adjustment mechanism 6 is provided approximately at the center in the length direction of the rear lateral link 502, and the toe angle adjustment mechanism 6 is roughly composed of a toe angle adjustment rod 601 and a lock nut 602 made of a hexagonal nut. ing. That is, as shown in FIG. 5, the rear lateral link 502 includes an inner link 502a (vehicle inner side link) and an outer link 502b.
(vehicle body outer side link) and these links 50
The toe angle adjusting rod 601 is disposed between the toe angle adjusting rod 601 and the toe angle adjusting rod 601. The toe angle adjustment rod 601 has threaded portions 601a threaded in relatively opposite directions at both ends thereof, and correspondingly to the threaded portions 601a, the opposite ends of the links 502a and 502b are formed. A female threaded portion 502c (the outer link 502b is not shown) is formed, and the toe angle adjustment rod 601 and the links 502a and 502b are screwed together.

The female screw portion of the outer link 502b, into which the outer end of the toe angle adjusting rod 601 is screwed, is constituted by a nut 502d, and the nut 502d is fixed to the outer link 502b. The lock nut 602 is screwed onto the outer end threaded portion 601a of the toe angle adjusting rod 601, and the lock nut 602 is pressed against the nut 502d to lock the rotation of the toe angle adjusting rod 601. .

With the above configuration, by loosening the lock nut 602 and rotating the toe angle adjusting rod 601 around its axis, the inner link 502a and the outer link 502b approach or separate, and as a result, the length dimension of the rear lateral link 502 is adjusted. It will be shortened or lengthened. Then, the fact that the length dimension of the lateral link 502 changes after this means that the toe angle of the rear wheel 2R changes, and when the rear lateral link 502 shortens, the toe angle changes in the toe-out direction. When the rear lateral link 502 is adjusted and the rear lateral link 502 is expanded, the toe angle is adjusted in the toe-in direction.

The toe angle adjustment mechanism 6 on the rear wheel 2R side has been described above, but for the front wheel 2F, the toe angle adjustment mechanism is provided in the tie rod, which is a component of the steering mechanism, and this front wheel side toe angle adjustment mechanism is described in L. Since it has the same configuration as the rear wheel side toe angle adjustment mechanism 6, illustration and explanation thereof will be omitted.

(Left below) Toe angle measuring device 3 (Fig. 2, Fig. 3, Fig. 6) Each toe angle measuring device 3 has two displacement measuring devices 301 and 302, as shown in Fig. 6. The two displacement measuring devices 301, 3
02 are arranged at intervals in the longitudinal direction of the vehicle body within a horizontal plane.

These displacement measurements J301, 302 have detection rods 301a, 302a extending towards the wheel 2;
A measuring plate 303 is attached to the tips of 01a and 302a via a hinge (not shown), and this measuring plate 303
is adapted to come into contact with the outer surface of the wheel 2. That is, each toe angle measuring device 3 can move toward and away from the wheel 2 (moveable in the direction of the arrow shown in FIG. 3) by a drive means such as a servo motor (not shown), and when a car 1 is at station S, When set, the toe angle measuring device 3 is moved until its measuring plate 303 comes into contact with the wheel 2.

The displacement measuring devices 301 and 302 are configured to detect the amount of displacement of the detection rods 301a and 302a from the reference, respectively, and the detection results are sent to the control unit).
The toe angle is inputted into the control unit U, and the toe angle is calculated within this control unit U.

The toe angle is calculated based on the following formula. In addition, in the following formula, the detection rod 301a,
It is expressed by the absolute length of 302a (see FIG. 6).

tan O= Cx-y) /L where, θ Nido angle 7 to 12) As shown in FIGS. 7 and 8, the toe angle adjustment device 4 has a main arm 401 that extends vertically, and this main arm 401 is made of a plate-like member.
A first movable arm 402 is provided on the negative side, and a second arm 403 is provided on the other side. Both the first movable arm 402 and the second arm 403 are composed of plate-like members that extend vertically along the main arm 401.
A first clamping means 404 for clamping the lock nut 602 is provided, and a second clamping means 405 for clamping the lock nut 602 is provided for the second arm 403.

As shown in FIG. 9, the first clamping means 404 includes a pair of upper and lower gripping members 406, and the gripping members 406
is arranged at the upper end of the first movable arm 402. The pair of gripping members 406 can rotate relative to each other around a pin 407 at their central portions, and the pin 407 is fixed to the first movable arm 402 (see FIG. 11). A gripping part 406a is provided at one end (upper end) of the pin 407 to grip the toe angle adjustment rod 601, and when the gripping part 406a opens and closes, the toe angle adjustment rod 601 is clamped.
It is designed to be unclamped. On the other hand, a pair of rollers 408 are provided at the other end (lower end) of the gripping member 406.
A wedge member 409 is provided between these rollers 408 so as to be movable forward and backward. That is, the wedge member 409 is movable up and down along the extending direction of the first movable arm 402, and when the wedge member 409 enters between the rollers 408, the upper end of the gripping member 40B relatively approaches. Then, the toe angle adjustment rod 801 is clamped by the first gripping portion 406a. A spring (not shown) is provided between the bottle 407 and the gripping member 406, and when the wedge member 409 exits from between the rollers 408, the urging force of the spring causes the gripping member 406 to move. The relative separation movement of the upper end, that is, the clamping of the toe angle adjustment rod 601 by the grip portion 406a is released (unclamping of the toe angle adjustment rod 601), and the wedge member 409 is attached to the cylinder 41.
0 (first cylinder), and the cylinder 410 is driven by the first movable arm 402.
The tip of the piston rod 410a of the cylinder 410 is connected to the wedge member 409. As a result, as the piston rod 410a extends, the wedge member 409 enters deeper between the rollers 408, and conversely, as the piston rod 410a shortens, the wedge member 409 retreats from between the rollers 408.

The second clamping means 405, like the first clamping means 404, has a pair of upper and lower gripping members 421 (second
The gripping member 421 is provided at the upper end of the second movable arm 403. As shown in FIG. 10, the pair of gripping members 421 are relatively rotatable around a pin 422 (second pin) at the center thereof, and the pin 422 is fixed to the movable arm 403 of jS2. (See Figure 8). The gripping member 421 is
A gripping part 421a for gripping the lock nut 602 is provided at one end (upper end) of the pin 422, and when the gripping part 421a opens and closes, the lock nut 6
02 clamping and unclamping are performed. On the other hand, a pair of rollers 423 (second rollers) are provided at the other end (lower end) of the gripping member 421, and between these rollers 423, similarly to the first clamping means 404, a wedge member is provided. 424 (second wedge member) is arranged to be movable forward and backward. That is, the wedge member 424 is movable up and down along the extending direction of the second movable arm 403, and when the wedge member 424 enters between the rollers 423, the upper end of the gripping member 421 relatively approaches. and locking by the gripping portion 421a) 602
is clamped. Note that a spring (not shown) is provided between the pin 422 and the gripping member 421, similar to the first clamping means 404, so that the wedge member 4
24 leaves between the rollers 423, the biasing force of the spring causes a relative separation movement of the upper end of the gripping member 421, that is, the lock nut 60 is moved by the gripping portion 421a.
2 clamp is released (Lock Sen-/Toro 02 unclamp). The wedge member 42
4 is adapted to be moved by a cylinder 425 (the cylinder of:!S2), and the cylinder 425 is
The cylinder 4 is disposed at the lower end of the movable arm 403 of the cylinder 4.
The tips of the 25 piston rods 425a' are connected to the wedge member 424 (see FIG. 11). As a result, as the piston rod 425a extends, the wedge member 424 deeply enters between the rollers 423, and conversely, as the piston rod 425a shortens, the wedge member 4
24 will exit from between the rollers 423.

A guide member 430 that extends longer than the first clamp means 404 and the second clamp means 405 is fixed to the upper end of the main arm 401. The guide portion 430a expands to receive the toe angle adjustment rod 601.
is formed.

The holding of the first and second movable arms 402 and 403 with respect to the main arm 401 is carried out between the guide member 430 and the first gripping member 406 and between the guide member 430 and the second gripping member 421. Holding plate 4 arranged between
31,432. (
(See Figure 8). That is, the first movable arm 402 is located between the first movable arm 402 and its gripping member 406.
A groove 402a that is concave toward the upper end is formed, and the other holding plate 431 is bolted to the main arm 401 and arranged such that the lower end 431a of this holding plate 431 enters into the groove 402a. . And this holding plate 431
The contact surface between the lower end portion 431a and the groove 402a is an arcuate surface centered on the axis of the toe angle adjustment rod 601,
The first movable arm 402 is shaped like the king arm 4 by the arcuate surface.
It is possible to rotate relative to 01. Similarly, the second
A groove 403a is also formed in the movable arm 403 of the holding plate 432, and the holding plate 432 is arranged such that its lower end 432a enters into the groove 403a.
The contact surface with the groove 403a is an arcuate surface centered on the axis of the lock nut 602 (toe angle adjustment rod 601).

As shown in FIG. 8, at the lower end of the main arm 401, a first bracket 435 is provided on the negative side, and a second bracket 436 is provided on the other side. As shown in FIG. 7, a third cylinder 437 is swingably attached to the first bracket 435, and the third cylinder 437 has its piston rod 4
The tip of the arm 37a is rotatably connected to the lower end of the second movable arm 403. Incidentally, since FIG. 7 is a side view of the toe angle adjusting device 4 seen from the second clamping means 405 side, the mounting state of the third cylinder 437 is shown in the figure. A fourth cylinder 438 (see FIG. 8) is similarly swingably attached to the bracket 436, and the tip of its piston rod is rotatably connected to the lower end of the first arm 402. As a result, the first movable arm 402 swings about the axis 406a of the toe angle adjustment rod 601 due to the extension or contraction of the third cylinder 437, and the toe angle adjustment rod 601 is rotated. Also, as the fourth cylinder 438 expands or contracts, the second arm 403 swings about the axis of the lock nut 602, causing the lock nut 602 to rotate.

The main arm 401 is also attached so as to be movable back and forth (up and down) with respect to a slide table 450 that forms its base. That is, the slide table 450 extends up and down, and a guide rail 451 that extends back and forth is laid on its upper surface, and the main arm 401 is moved along this guide rail 451.
It is possible to move under the guidance of A fifth cylinder 452 is fixed to the lower end of the slide table 450, and this fifth cylinder 452 (common cylinder)
The tip of the piston rod 452a is connected to the rear end (lower end) of the main arm 401, and the main arm 401 is moved up and down by the extension or contraction of the fifth cylinder 452, and the fifth cylinder 452 is extended. When you do (
In the state shown in FIG. 7), the main arm 401 assumes the operating position, and conversely, when the fifth cylinder 452 is shortened, the main arm 401 assumes the non-operating position.

Furthermore, a displacement absorbing mechanism 455, which will be described in detail later, is provided at the connection portion between the fifth cylinder 452 and the main arm 401.

Further, the L slide table 450 is movable in the lateral direction (the direction in which the toe angle adjustment rod 601 extends) with respect to the base 470. That is, a second guide rail 471 extending laterally is laid on the base 470, and the slide table 450 is guided by this second guide rail 471 and is movable. The slide table 450 includes a sixth cylinder 47 disposed on the base 470.
2, and when the sixth cylinder 472 is extended or shortened, the slide table 450 is moved in the lateral direction, that is, the toe angle adjustment rod 601 is moved in the extending direction, and when the sixth cylinder 472 is extended, the slide table 450 is moved in the extending direction. When the table 450 is displaced outward in the vehicle width direction and the second clamping means 405 takes the operating position to clamp the lock nut 602, and the sixth cylinder 472 is shortened, the slide table 450 is displaced inward in the vehicle width direction. The second clamping means 405 is displaced to assume a standby position located to the side of the lock nut 602. Also the 6th
A suppression mechanism 480, which will be described in detail below, is provided at the connecting portion between the cylinder 472 and the slide table 450, so that even though the sixth cylinder 472 is extended, the second cylinder 472 is not extended.
This is intended to compensate for the case where the clamping means 405 cannot take a proper gripping position due to getting caught in the lock nut 602.

As shown in FIG. 12, the suppression mechanism 480 is basically composed of a compression spring 481.

Below, the sixth cylinder 472 and slide table 45
The connection with 0 will be explained in detail. First, the base 470
, the inner end side end in the extending direction of the toe angle adjustment rod 601;
In other words, the upright plate 473 is provided at the inner end in the vehicle width direction,
The sixth cylinder 472 is fixed to the upright plate 473. The piston rod 4 of this sixth cylinder 472
72a extends outward in the vehicle width direction through the through hole 473a of the upright plate 473. On the other hand, the slide table 450 is provided with a second upright plate 450a on its side, and a second through hole 450 is provided in the second upright plate 450a.
b is provided. And the sixth cylinder 47
The tip of the second piston rod 472a is inserted into the second through hole 450b, and the insertion end of the piston rod 472a is provided with a flange 472b, and the flange 472b receives the second upright plate 450a. It has a stopper function. Further, the piston rod 472a is provided with an enlarged diameter portion 472c at its intermediate portion, and this enlarged diameter portion 472C
and the second upright plate 450a, the compression spring 4
81 are arranged.

With such a configuration of the pressing mechanism 480, when the piston rod 472a of the sixth cylinder 472 is extended and the slide table 450 is moved to the operating position, the gripping member 421 of the second clamping means 405 is pressed against the lock nut 602. When a situation occurs in which the second clamping means 405 (including the first clamping means 404) cannot be moved to a predetermined operating position because the second clamping means 405 (including the first clamping means 404) does not fit properly into the
The compression spring 481 biases the second clamp means 405 toward its gripping position via the slide table 450. This problem is caused by the slide table 450 moving from the toe angle adjusting rod 601 side toward the lock nut 602 side when taking the operating position. Then, the second clamping means 405 (the second arm 403
) is the lock nut 60 by swinging it.
2 can be grasped (securing movement to the grasping position).

Misalignment absorption mechanism 455 (FIG. 1) As shown in FIG. 1, the misalignment absorption mechanism 455 has a casing 456 fixed to the lower end surface of the main arm 401.
The casing 456 has a cylindrical shape extending downward E,
A through hole 456a is provided in the lower end wall, and the through hole 456
The tip of the piston rod 452a (fifth cylinder 452) enters the casing 456 through a,
A flange 452b is formed at the intrusion end of the piston rod 452a, and a compression spring 457 is interposed between the flange 452b and the inner surface of the upper wall of the casing 456. As a result, when the main arm 401 takes the operating position,
Even if the toe angle adjustment rod 601 deviates downward from a predetermined position, the deviation will be absorbed by the displacement absorption mechanism 455. Toe angle adjustment rod 601
The causes of the above-mentioned deviation include the air pressure of the wheels 2, differences in tire size, etc. Therefore, even if the toe angle adjusting rod 601 shifts due to variations in the air pressure of the wheels 2, etc., the shift absorbing mechanism 455 allows the toe angle adjusting rod 601 to be adjusted by the first clamping means 404 and the second clamping means 405. 7do 601 or locknut 6
02 clamping will be performed reliably.

Overall Control (FIG. 13) An overview of the control will be explained with reference to the flowchart shown in FIG. 13.

First, the measurement results of the toe angle measuring device 4 are input to the control unit U (step Sl), and the toe angle θ for each wheel 2 is calculated (step S2). This measured value θ is then compared with the set toe angles (θa-θb) to (θa〇b) set for the front wheels 2F and rear wheels 2R (
Step S3), if the toe angle is not within this set value, the difference (
0-θa), the toe angle adjustment amount is calculated (step S
4). This toe angle adjustment amount is determined by the toe angle adjustment rod 6.
01, and a control signal corresponding to the required rotation amount is output for each toe angle adjustment device 4 (step S5). Of course, when the measured values of each toe angle are within the set values, it is assumed that toe angle adjustment is not necessary, and the automobile 1 is carried out from the toe angle adjustment station S after the toe angle measurement is completed.

Toe angle adjustment control gi (FIG. 14) The control contents of the toe angle adjustment device 4 will be explained with reference to the flowchart shown in FIG.

The control of the toe angle adjusting device 4 by the front f control unit U starts with setting the first clamping means 404 and the second clamping means 405 to their operating positions (step S l O). In this set of both clamping means 404 and 405, first, the piston rod 452a of the fifth cylinder 452 is extended, and the main arm 401 is moved to the operating position. At this time, both the first clamping means 404 and the second clamping means 405 are placed in an open state.

Further, the slide table 450 is placed in the standby position (the sixth cylinder 472 is in the shortened state). next,
First clamping means 404 and second clamping means 405
gripping member 404. until it reaches a slightly loose state.
421 is closed (wedge members 409, 42
4). Then, after that, the sixth cylinder 4
72 is extended, and the slide table 450 is moved to the operating position. At this time, the sixth cylinder 472
At the stage when the extension of the third cylinder 437 is completed T, the piston rod 437a of the third cylinder 437 is slightly extended, and the second arm 403 is swung. This second arm 403
The second clamping means 405 is guaranteed to take the gripping position of gripping the lock nut 602 by the rocking of the lock nut 602 and the cooperation with the pressing mechanism 480, and the first clamping means 404
Then, the setting of the second clamping means 405 is completed. Of course, even if the toe angle adjustment rod 601 is displaced vertically due to variations in tire intake pressure, etc., the displacement absorption mechanism 455 allows the toe angle adjustment rod 601 to be adjusted by the first clamping means 404 and the second clamping means 405. 601 etc. grip is guaranteed.

In the next step Sll, the first cylinder 41O and the second cylinder 425 are extended, the first clamping means 404 grips the toe angle adjustment rod 601, and the second clamping means 405 grips the lock nut 602. A grip is performed. Then, the swinging of the arm 403 of the cylinder 2 (the extension M of the third cylinder 437) is started, and the operation of loosening the lock nut 02 is performed (step 512).
), after the lock nut 602 is in the unlocked state, the first movable arm 402 starts to swing, and the toe angle is adjusted by rotating the toe angle 'jA adjustment rod 601 (step S l 3 ).

After the toe angle adjustment is completed, the second arm 403 is oscillated (the third cylinder 437 is shortened), and the lock nut 602 is thereby tightened (step 514), and the subsequent series of steps is performed. The adjustment of the toe angle is completed by the following operation, and in the next step 515, the toe angle adjusting device 4 is reset by opening the second clamp means 405, etc., moving the slide table 450 downward, etc. (Step 515).

With the configuration described below, locking and unlocking of the lock nut 602 and rotation of the toe angle adjustment rod 601 (toe angle adjustment), which were conventionally left to manual work, are automatically performed.

Although one embodiment of the present invention has been described above, one toe angle adjustment mechanism 6 may be provided for the rear wheel 2R.

(Effects of the Invention) As is clear from the above description, according to the present invention, in automating the rotation of the toe angle adjustment rod, an arm that moves up and down and an arm provided at the upper end of the arm that grips the toe angle adjustment rod are provided. Even if a clamping means is used, the vertical deviation of the toe angle adjusting rod due to fluctuations in tire air pressure, etc. is absorbed by the deviation absorbing means, and the toe angle adjusting rod cannot be reliably gripped by the clamping means. It is possible to secure the holding capacity.

[Brief explanation of the drawing]

FIG. 1 is a partial sectional view showing details of the deviation absorption mechanism, FIG. 2 is a front view of the toe angle adjustment station, and FIG. 3 is a plan view of the toe angle adjustment station. Figure 4 is a plan view of the S-wheel suspension showing the toe angle adjustment mechanism installed on the rear wheel. Figure 5 is an enlarged partial sectional view of the main parts showing details of the toe angle adjustment mechanism. Figure 6 is the toe angle measuring device. Fig. 7 is a side view of the toe angle adjustment device, Fig. 8 is a partial front view of the toe angle adjustment device, Fig. 9 is a cross-sectional tooth H-IX shown in Fig. 7, and Fig. 1O is a toe angle adjustment device. FIG. 11 is a side view of the first clamp means for gripping the angle adjustment rod, FIG. 11 is a side view of the second clamp means for gripping the lock nut, FIG. 12 is a partial sectional view showing details of the pressing mechanism, and FIG. 13 is a side view of the second clamp means for gripping the lock nut. A flowchart showing an example of overall control in toe angle adjustment including toe angle measurement. FIG. 14 is a flowchart showing an example of control of the toe angle adjustment device. l: Automobile 2 Two wheels 3 Angle measuring device 4 Angle adjusting device 6: Toe angle adjustment mechanism 401: Main arm 402: Movable arm (for toe angle adjustment rod) 403: Movable arm (for lock nut) 437: Cylinder (Second driving means) 452 Niji cylinder (first driving means) 455: Misalignment absorption mechanism patent applicant Mazda Motor Corporation

Claims (1)

[Claims] (1) An automatic toe angle adjustment device for a vehicle equipped with a toe angle adjustment mechanism that allows the toe angle of a wheel to be adjusted by rotating a toe angle adjustment rod about its axis; an arm arranged vertically and extending vertically; a clamp means provided at the upper end of the arm for gripping the toe angle adjustment rod; and a clamp means for moving the arm up and down to adjust the toe angle adjustment rod. a first driving means for causing the arm to take an operating position where the rod is gripped and a standby position where the clamping means is located below the toe angle adjusting rod; and a first driving means that swings the arm about the toe angle adjusting rod. and a second driving means for rotating the toe angle adjusting rod, and a displacement absorber for absorbing vertical displacement of the toe angle adjusting rod between the arm and the first driving means. An automatic toe angle adjustment device for a vehicle, comprising: means.