JPH01182173A - Toe angle automatic regulating device for vehicle - Google Patents

Abstract

PURPOSE:To perform proper regulation of a toe angle responding to a kind of a vehicle, by a method wherein a steering angle responding to a handle steering angle is subtracted from a front wheel tyre angle measurement value for correction, and from the toe angle of rear wheels and the synthetic angle of rear wheels representing the straight advancing direction of a vehicle, a toe angle regulation amount is set. CONSTITUTION:A steering angle set means 955 determines a steering angle, detected by a detecting means 950 and responding to a kind of a vehicle, from a handle steering angle detected by a handle steering angle detecting means 952. A steering angle is subtracted from a front wheel tyre angle measurement value from a measuring means 951 by means of a correction means 956. From a corrected tyre angle and a rear wheel synthetic angle representing the straight advancing direction of a vehicle by means of the toe angle of rear wheels calculated by a synthetic angle computing means 954, the toe angle regulation amount of front wheels is set by a set means 957. Through drive of a toe angle regulating device 953, the toe angle regulating rod of front wheels is rotated around an axis. This constitution enables proper regulation of the toe angle of front wheels responding to a kind of a vehicle.

Description

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

(Prior Art) In the 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-ahead direction of the vehicle, or 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, the conventional way to adjust the toe angle is for the operator to adjust the toe angle of each wheel by looking at the toe angle adjustment value displayed on the display. The toe angle adjustment value is determined by a wheel toe angle measuring device,
In other words, it was determined based on a tire angle measuring device.

Therefore, when adjusting the toe angle of the front wheels, it is necessary to adjust the toe angle of the front wheels after completely correcting the handle that steers the front wheels to a neutral position.

However, it is very time-consuming to correct the handle to the neutral position when adjusting the toe angle in this way, and the toe angle adjustment operation is not quick enough.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an automatic toe angle adjustment device for a vehicle that eliminates the need to correct the steering wheel when adjusting the toe angle.

(Means and operations for solving the problem) In order to achieve the above technical problem, the present invention, as shown in FIG. 1, includes vehicle type detection means 950 for detecting the type of vehicle, and each wheel. Tire angle measuring means 95 for measuring the tire angle of
1, and a steering wheel turning angle detection means 95 for detecting the steering wheel turning angle.
2, a front wheel toe angle adjusting means 953 for adjusting the toe angle of the front wheels; a composite angle calculating means 954 for calculating a composite angle of the rear wheels representing the straight-ahead direction of the vehicle from the toe angle of the rear wheels; and a turning angle of the steering wheel. a steering angle setting means 955 for determining a front wheel steering angle corresponding to the type of vehicle from the front tire angle; a tire angle correction means 956 for removing the steering angle from the measured value of the front tire angle; This configuration includes a 1F single wheel toe angle adjustment amount setting means 957 that sets the toe angle adjustment amount of the front wheel from the angle and the composite angle of the rear wheel.

In other words, in the present invention, the neutral position of the front wheels is determined by removing the influence of the front wheel steering angle from the tire angle of the front wheels, and how much the tire angle at this neutral position deviates from the straight direction of the vehicle ( The toe angle adjustment value for the front wheels is determined by the tire inclination angle. The straight direction of the vehicle is determined by combining the toe angles of the rear wheels. In addition, since the relationship between the front wheel turning angle and the steering wheel turning angle usually differs depending on the vehicle model, the steering angle of the relevant car type is set from the detected value of the steering wheel turning angle.
Efforts are being made to accommodate mixed flow production.

Therefore, according to the present invention, it is possible to obtain the toe angle adjustment value of the front wheels even when the steering wheel is turned. Furthermore, at least the toe angle adjustment value for the front wheels is calculated based on the straight-ahead direction of the vehicle determined by the rear wheels, so that a preferable toe angle adjustment value can be obtained. Furthermore, the toe angle of the front wheels can be adjusted appropriately depending on the vehicle type.

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

Figures 2 and 3 show a toe angle adjustment station S installed in the final process of automatic mold assembly q.
The wheel S is equipped with a mounting stand 3 for holding the wheels 2 of the car l, and
A toe angle measuring device 4 for measuring the toe angle and the like of each wheel 2 is provided. Further, the bit P of the station S is provided with a toe angle adjusting device 5. Here, a total of four toe angle adjusting devices 5 are installed for each wheel 2, and a manual toe angle measuring device 4 is used. When the measured value of the toe angle differs from the set toe angle, the toe angle adjustment device 5 adjusts the toe angle for each wheel 2. In addition, in the diagram, the parts related to the right front wheel are FI? R41 is attached, and similarly, for those related to the left front wheel, y r・' l
-Jl and Ii' RRJ for right rear wheel.
1 is added, and those related to the left rear wheel are identified by 1i'11LJl. In addition, in the following explanation, when particularly necessary, the front wheels will be collectively referred to as fFJl and the rear wheels as ffRJ, and when each element is collectively referred to,
Explanations will be added using only numeric reference signs.

Next, for convenience of explanation, before explaining the toe angle measuring device 4, toe angle adjusting device 5, etc., the toe angle adjusting mechanism 6 provided on each wheel 2 will be explained.

Figure 4 shows the rear wheel suspension 7. This suspension 7 is of a swing arm type, and its wheel support member 70! The rear lateral link 70 is the main component of
2 is provided with a toe angle adjustment mechanism 6 that can adjust the toe angle of the rear wheel 2R. A more specific explanation will be given above.

In the figure, reference numeral 703 indicates a subframe, and subframe 70
3 is fixed to the vehicle body and extends in the vehicle width direction, and the rear wheel 2R is held at the right end and left end of the rear wheel 2R via the wheel support portion N701 so as to be movable downward. The wheel support member 701 includes a front lateral link 70 extending in the vehicle width direction.
4 and "-Detailed link 702 and connection link 7 as a wheel support member extending in the longitudinal direction of the vehicle body
05 is on the right. The front lateral link 704 and the rear lateral link 702 are the rear lateral link 7
These elements 702 and 704 are arranged side by side in the longitudinal direction of the vehicle body with 02 at the rear, and their inner ends (ends inside the vehicle body) are rotatably connected to the subframe 703. The outer end (the end on the outer side of the heavy body) is the connecting link 7
It is rotatably connected to 05. That is, the outer end of the surface lateral link 704 is connected to the connecting link 705.
The outer end of the rear lateral link 702 is connected to the rear end of the connecting link 705. The connecting link 705 has a king pin 70 extending outward from the vehicle body.
5 a t-'? The rear wheel 21 is rotatably held with respect to the king pin 705a.The suspension 7 is also provided with a pair of left and right torsion rods 706 that extend toward the rear of the vehicle body 1151. Each torsion rod 706 has its front end rotatably connected to the vehicle body, and its rear end connected to the L-shaped link 705.
This torsion rod 706 is rotatably connected to
This ensures the rigidity of the wheel support member 701 in the longitudinal direction of the vehicle body.

a11 The toe angle adjustment mechanism 6 is a rear lateral link 702
The toe angle adjuster lateral 7 is roughly composed of a toe angle adjusting rod 601 and a lock nut 602 made of a hexagonal nut. That is, as shown in FIG. 5, the rear lateral link 702 includes an inner link 702a (vehicle inner link) and an outer link 702
b (I body external side link), and these links 7
02a and 702b, the toe angle adjustment rod 60 is
1 is arranged. And toe angle adjustment 1' 6
01 has threaded portions 601 a threaded in relatively opposite directions at both ends thereof, and these threaded portions 601
A female threaded portion 702C (outer link 702b is not shown) is formed at the opposing ends of the links 702a and 702b corresponding to the toe angle adjusting rod 60.
1 and links 702a and 702b are screwed together.

In addition, the female screw part of the outer link 702b, into which the outer end of the toe angle adjustment port/RITRO 01 is screwed, is formed by a nut 702d.
is fixed to. ” - The lock nut 602 is screwed onto the outer end threaded portion 702c of the toe angle adjustment rod 601, and this lock nut 602 comes into pressure contact with the nut 702d to lock the rotation of the toe angle adjustment rod 601. ing.

With the configuration described in 1- above, by loosening the lock nut 602 and rotating the toe angle adjustment rod 601 around its axis, the inner link 702a and the outer link 702b approach or separate, and as a result, the length of the rear lateral link 702 is changed. The dimensions will be shortened or expanded. Then, the fact that the length dimension of the lateral link 702 changes after this means that the toe angle of the rear wheel 21<) changes, and when the rear lateral link 702 shortens, the toe angle changes. The toe angle is adjusted in the toe-out direction, and conversely, when the rear lateral link 702 expands, the toe angle is adjusted in the toe-in direction.

The toe angle adjustment mechanism WI6 on the rear wheel 2R side has been described above, but for the front wheel 2F, a 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 attached to the rear wheel 2R side. Same as wheel side toe angle adjustment mechanism 6...
Since it consists of the following configuration, illustration and explanation thereof will be omitted.

iM"3 -.2'-1 Bow 6 to Ee13 Tsuriichi!3
As shown in FIG.
As shown in FIGS. 8 and 10, a plurality of bearings 302 are provided on the same circumference on the upper surface of the frame 301, and balls 302aJ- are provided on the bearings 302 so as to be freely removable. A turntable 303 is provided. The turntable 303 directly supports the wheels 2, and since there is a slight difference in structure between the width turntable 303F and the rear wheel turntable 303R, we will first introduce the front wheel turntable 303F (Fig. 8). 1O to 1O), the rear wheel turn daple 303R (Fig. 11) will be described.

On the top surface of the 1ri wheel turntable 303F,
A stopper 304 that restricts the back and forth movement of the front wheel 21:' and a guide plate 305 that comes into contact with the inner surface of the front wheel 2F are provided. As shown in FIG. 8, the curved shaft turntable 30:3F has a rotating shaft 306 extending downward, and an encoder 30'l is attached to the lower end of the rotating shaft 306.
is provided, and the rotation angle of the rear wheel turntable 303F is detected by this encoder 307.

Further, the rotating shaft 306 has a central portion in the vertical direction.
As shown in FIG. 9, an irregularly shaped part 306a having a rectangular cross section is provided, and this irregularly shaped part 306a has a shaft rotation restriction ￥fi30.
It is designed to be sandwiched by 7. That is,
The shaft rotation regulating plate 307 is.

Two shaft rotation regulating plates 3078 and 307b are provided at the front and rear with the rotating shaft 306 in between, and each of these shaft rotation regulating plates 307 has a notch 307C corresponding to the irregularly shaped portion 306a at the end opposite to the rotating shaft 306. are doing. The shaft rotation regulating plate 307 is provided on the frame 301 so as to be freely movable back and forth.
One end of this shaft rotation regulating plate 307 is connected to the upper end of the arm 308. The arm 308 is a negative axis rotation regulating plate 3
Arm 308a for 07a and other shaft rotation regulating plates 307
Two arms are provided for the arm 308b for b. The stiff arm 308 extends downward, and its center portion is rotatably attached to the arm 301.
It is connected to 09.

As a result, when the cylinder 309 is extended, the two shaft rotation regulating plates 307 come close to each other, and the rotation shaft 306
It is designed to be clamped. When the rotating shaft 306 is held by the shaft rotation regulating plate 307 in this way, the turntable 303F is held by the stopper 303.
4 are held in the front and rear positions. Conversely, when the cylinder 309 is shortened, the two shaft rotation regulating plates 307 move away from each other, and the clamp on the rotating shaft 306 is released. And like this, the rotating shaft 30
When the clamp 6 is released, rotation of the rotating shaft 306 and movement back and forth and left and right are allowed. In other words, the 1 m wheel turntable 303F is in a full float state.

The frame 301 is also provided with a conveyor table 310 at the front and rear of the frame 301, sandwiching the turn table 303F'' for the front wheel 2I. It has become so.

On the other hand, the rear wheel turntable 303R is for rear wheels).
It is provided on one side of the turntable 320, and basically has the same configuration as the curved shaft turntable 303F.

Therefore, the same elements as the 1F single-wheel turntable 303F will be given the same reference numerals, and the explanation thereof will be omitted, and only the points that are different from the front wheel turntable 303F will be explained below.

As shown in Fig. 11, the rear wheel turn tape 303F?
Similar to the front wheel turn daple 303 F',
It has a rotating shaft 321 extending downward, and an irregularly shaped part 321a having a rectangular cross section is provided at the lower end of the rotating shaft 321, and this irregularly shaped part 321a is sandwiched between the shaft rotation regulating plates 307. In other words, the rear wheel turntable 303
R is not provided with an encoder 307 unlike the +IIF wheel turntable 307F. Here, the shaft rotation regulating plate 307 is always biased by a spring 322 in a direction in which 307a and 307b are separated, and the - shaft rotation regulating plate 307a is connected to the - cylinder: 323, and the other shafts are The rotation regulating plate 3071) is connected to another cylinder 324, and as both cylinders 323 and 324 extend together, the two shaft rotation regulating plates 307 approach each other, and 11? The i rotation shaft 321 is clamped. When the rotating shaft 321 is held by the shaft rotation regulating plate 307 in this way, the rear wheel turntable 303R moves the stopper 304 to the rFi
It is held in the later position. On the contrary, when the cylinder 307 is shortened, the two shaft rotation regulating plates 307 move away from each other under the auxiliary force of the spring 322, and the 01
1. The clamp on the rotating shaft 321 is released. When the rotating shaft 321 is unclamped in this way,
Rotation and forward/backward/left/right movement of the rotating shaft 321 is allowed. That is, the rear wheel turntable 303R is in a full float state. Although not shown, the rear wheel turn table 303R is movable back and forth by a drive means such as a servo motor, and by moving the rear wheel turn table 303R, the front wheel turn table 303R is moved. 303 F” is adjusted according to the vehicle model.

On the mounting table 3, behind the front wheel turntable 303F or the rear wheel turntable 303R, respectively,
A guide device 330 is provided, and both turntables 303F, 3031? Lifters 331 are provided in front and behind the guide device 303 sandwiched between the two.

As shown in FIGS. 2 and 12, the guard device 330 has a pair of left and right guide bodies 332 extending in the front and back direction.
These guide bodies 322 are movable in the vehicle width direction (horizontal direction) on a frame 333. The guide body 332 has a guide groove (wheel running path) 332 extending in the front-rear direction.
A guide plate 334 that expands toward the rear is attached to the rear end of the guide body 332. Both guide bodies 33
2 has an arm 335 rotatably attached to its outside, and the - arm 335a and the other arm 335b are connected by a first connecting rod 336. Also, -・
The arm 335a is connected to the second connecting rod 337 as shown in the figure.
is connected to one guide body 332a, and the other arm 3
The other end of the guide member 35b is connected to another guide body 332b by a third connecting rod 338. The first connecting rod 3 36 is driven in the vehicle width direction by a cylinder (not shown) or the like, and the movement of the first connecting rod 336 causes both guide bodies 3 32 to move in the vehicle width direction. They are moved away from each other in opposite directions. Thereby, the distance between both guide bodies 332 can be adjusted depending on the vehicle type tlj and different treads.

As shown in FIG. 13, the lifter 331 is composed of a frame 340 and a cylinder 341 that is fixed to the frame 340 and extends downwardly, and the rod 341a of the cylinder 341 is capable of protruding upward. rod 341
A head 342 is attached to one end of a, and a receiving groove 342a is formed in the head 342 to receive a side sill (not shown) of the vehicle body. Therefore, when the cylinder 341 extends upward, the receiving groove 342 of the head 342
The side sill of the vehicle body is received in a, and the vehicle body is held by the lifter 331. This prevents the heavy body placed on the full-float turntable 303 from changing due to external force. still,
The lifter 331 is designed to hold the car body in a slightly lifted state, and reduces the car body jet ``Jil'' applied to the wheel 2 by kneading, suppressing deformation of the tire, and moving it to the turntable 30. The fishing wheel is made small so that the turntable 303 can rotate smoothly.

Each toe angle measuring device (sensor unit) 4 has a measuring plate 401, as shown in FIG.
is adapted to come into contact with the outer surface of the wheel 2. That is, each toe angle measuring device 4 is provided with a driving means 402, and this driving means 402 moves the toe angle in the vehicle width direction (fourteenth direction).
station S
When the car l is set to
is moved inward of the tread until the measuring plate 401 contacts the wheel 2, and the toe angle, camber angle, or steering angle for the front wheel 2F is detected based on the inclination angle of the measuring plate 401. It looks like this. Furthermore, this device 4
As illustrated in FIG.
It has comparison test means 404 for comparing the toe angle measured by C with a preset basic specification. For this purpose, the comparative inspection means 404 is connected to lines 404a to 404d into which the measured values of the steering angles of the front and rear wheels are input, and the signal sending means 403 has a connector 403b connected to a vehicle controller (not shown). line 403a is connected. Hereinafter, when the above-mentioned (No. 3 sending-1 stage 403, comparison detection means 404, etc.) are collectively referred to as control unit U.

15 to 17 are diagrams showing details of the toe angle measuring device 4 to the lower drive stage 402. FIG.

The toe angle measuring device 4 has a support shaft 406 extending inward from the frame 405 of the tread, and the measurement plate 401 is attached to the tip of the support shaft 406 via a ballge 407. . Also, between the measurement plate 401 and the frame 405, a compression spring 408, a tension spring 409. When the link 410 is installed and no external force acts on the measuring plate 401.

The measurement plate 401 is arranged to be parallel to the vehicle body central axis extending vertically [t x 1j; 1] rearward. On the other hand,
When an external force acts on the measurement plate 401, that is, depending on the front-rear tilt angle or the vertical tilt angle field of the front wheel 2,
In the measurement 1i401, the small wheel 2 swings around the support shaft 406 in a manner that reflects the inclination angle of the small wheel 2. This measuring plate 4
To detect the inclination angle of displacement measuring device 410c
(See Figure 15) 3-) Displacement measurement 2~ (sensor)
410 is provided, and each displacement measuring device 41O is connected to a detection lot 410d extending toward the back surface of the measurement plate 401, respectively. The support shaft 406 is a compression spring 406
d (see Fig. 16), and the detection rod 410 ri is a compression spring 4! It can be expanded and contracted by OC (see Fig. 18). Detection lot 410
When the measuring plate 401 comes into contact with the outer surface of the vehicle width 2, it collides with the abutting seat 401a fixed to the measuring plate 401, and when the measuring plate 401 is inclined, 1. Movement of each detection point 410d in the forward/backward direction. t
Since there is a difference in (the amount of movement back and forth within the displacement measuring device 410), the toe angle, steering angle, camber angle, etc. are detected based on this difference.

Specifically, at equal intervals (S/
2) Displacement measuring devices 410a, 4 arranged in front and behind
Displacement of detection rod 410d of 10b; 11 from a difference of 1 yen
(The inclination angle θ (hereinafter also referred to as the tire angle) in the longitudinal direction of the wheel 2 is measured, and the toe angle and steering angle are measured based on this tire angle O.

That is, the tire angle O is calculated based on the following equation. In the above equation, the displacements T,', and λ are expressed by the absolute length of the detection lot 410d (see FIG. 18).

an θ = (A a −B a
') / S Here, θ: Terf angle Δa: Mini detection rod 410 Displacement measuring device 410 a) [3:1: Detecting rod 410 (1 (Displacement measuring device 410d) S: Displacement measuring device 410 a and 410 k) and the other one Yamba angle (vertical inclination angle of wheel 2),
- Carnivorous position: Determined from the average value of the position and the amount of displacement of the displacement measuring device 410C disposed above the support shaft 406. Of course, if the toe angle and the steering angle are to be measured, it is sufficient to provide the displacement measuring devices 410a and 410b for two revolutions of -11.

The toe angle measuring device 4 is fixed to a slide table 420, and the slide table 420 is movable in the vehicle width direction relative to the J-mi table 421. That is, the base 421 has two guide rods 42 extending in the narrow width direction.
2 is provided, and the L slide table 420 is guided by this guide rod 422 and moves. A threaded rod 425 extending parallel to the guide rod 422, that is, in the vehicle width direction, is rotatably provided on the base 421. The rotation of the rod 425 drives the slide lap 420, and one end of the threaded rod 425 is connected to a servo motor 430. Slide table 42
0 movement M'' is 21) limit switch 4:31.4
Go to sleep by 32. That is, the drive of the servo motor 430 is controlled by the operation of the limit switches 431 and 432. Thereby, the toe angle measuring device 4 is at the operating position where the measuring plate 401 contacts the wheel 2, and the measurement 401 is +11. It is arranged to take a non-operating position separated from the port 2. The rear wheel toe angle measuring device 4R has a base 421 that is movable in the longitudinal direction of the small body by a drive means such as a servo motor, and by moving the rear wheel toe angle measuring device 41< , and the O11 wheel width angle measuring device 4F is adjusted according to the 11 types.

(The following is a blank space) Σ2J old formality yJυtanr=+Danyji Traverse side 25 Figure a - The toe angle adjustment device 5 is as shown in Figures 19 and 20.
The tE farm 01 has a main arm 501 extending horizontally, and is made of a plate-like member, with a first swinging arm 502 provided on the negative side and a second swinging arm 503 on the other side. 1, the first swing arm 502 and the second swing arm 50:3 are both provided with the main arm 50.
The first IIT moving arm 502 includes the toe angle adjusting rod C30.
A first clamp stage 504 is provided for clamping the He lock nut 6 at the front of the second swing arm 503.
A second clamping means 505 is provided for clamping 02.

As shown in FIG. 22, the first clamping means 504 includes a pair of upper and lower gripping members 506.

The gripping member 506 is J of the first swinging arm 502;
It is arranged at the l end. The pair of gripping members 506 are capable of relative rotation i1 around a bin 507 at their central portions, and the bin 507 is fixed to the first iT moving arm 502 (see FIG. 21). Furthermore, the gripping member 506 is
A gripping portion 506a for gripping the toe angle adjustment rod 6゜ltd is provided at one end (end) of the bottle 507, and when the gripping portion 506a opens and closes, the toe angle adjustment rod 601 Clamping and unclamping are now possible. On the other hand, the other end of the gripping member 506 (
A pair of rollers 508 are provided at the end (the end portion), and a wedge member 509 is disposed between these rollers 508 so as to be movable forward and backward. That is, the wedge member 509 is movable up and down along the extending direction of the first swing arm 502, and when the wedge member 509 enters between the rollers 508, one end of the gripping member 506 is moved relative to the other end. The toe angle adjustment rod 601 by the gripping portion 506a
is clamped. Note that a spring (not shown) is provided between the bottle 507 and the gripping member 506.
When the wedge member 509 retreats from between the rollers 508, the biasing force of the spring causes a relative separation movement of the upper end of the gripping member 506, that is, the clamping of the toe angle adjustment rod 601 by the gripping portion 506a. It is designed to be released (unclamping the toe angle adjustment rod 601). The wedge member 509 is driven by a cylinder 5!0 (first cylinder), and the wedge member 509 is driven by a cylinder 5!0 (first cylinder).
0 is disposed at the lower end of the first swing arm 502, and the tip of the piston rod 510a of the cylinder 510 is connected to the wedge member 509 (see FIG. 22). As a result, as the piston rod 510a extends, the wedge part 'fA 509 deeply enters between the L rollers 508, and conversely, as the piston rod 510a shortens, the wedge member 509 retreats from between the rollers 508.

The second clamping means 505, like the first clamping means 504, has the following functions: 1. The lower pair of gripping members 521 (
a second gripping member), and the gripping member 521 is
As shown in FIG. 22, the pair of gripping members 521 disposed at the upper end of the swinging arm 503 are relatively rotatable around the bin 522 (second bin) at the center thereof. and the bin 522 is connected to the second swing arm 503
(see Figure 21). The gripping member 42
1 is provided with a grip part 521a that grips the lock nut 602 at one end (upper end) of the bottle 522, and when the grip part 521a opens and closes, the lock nut 602 is clamped and unlocked. Clamping is to be done. On the other hand, a pair of rollers 523 (second rollers) is provided at the other end (lower end) of the gripping member 521, and between these rollers 523, a first clamping means 5 is provided.
Similar to 04, wedge member 524 (second wedge member)
is arranged so that it can move forward and backward. That is, the wedge member 524 is movable up and down along the extending direction of the second swing arm 503, and this wedge member 524
23, the upper end of the grip member 521 approaches relatively, and the lock nut 602 is clamped by the grip portion 521a. Incidentally, between the bottle 522 and the gripping member 521, there is provided the first clamp stage 5.
Similarly to 04, a spring (not shown) is provided, and when the wedge member 524 exits from between the rollers 523, the biasing force of the spring causes the relative separation movement of one end of the gripping member 521, i.e. The clamping of the lock nut 602 by the gripping portion 521;i is released (unclamping of the lock nut 602). ”−
The wedge member 524 is driven by a cylinder 525 (second cylinder), and the wedge member 524 is driven by a cylinder 525 (second cylinder).
5 is disposed at the lower end of the second swing arm 503, and the tip of the piston rod 525a of the cylinder 525 is connected to the wedge member 524 (see FIG. 21). As the piston rod 525a extends, the wedge member 524 enters deeper between the -1 and rollers 523, and conversely, as the piston rod 525a shortens, the wedge member 524 moves out from the force between the upper and lower rollers 523. .

1]; 1. The main arm 501 has the first clamp 211 step 504 and the second clamp means 505 at its two ends.
A guide member 530 extending longer than the guide member 530 is fixedly provided, and this guide member 530 has a guide portion 530a that gradually expands toward the tip and receives the toe angle adjusting rod 601. has been done.

The above-mentioned 1. for this L arm 5ON. The second swing arm 502, 503 is held by a holding member arranged between the L guide member 530 and the first gripping member 506 and between the guide member 530 and the second gripping member 521. Board 5
31,532 (see FIG. 21). That is, the first swing arm 502 is located between the first swing arm 502 and its gripping member 506.
A groove 5028 is formed which is concave toward the end, and the other holding plate 531 is bolted to the main arm 501 and arranged such that the lower end 531a of this holding plate 531 enters into the groove 502a. There is. And this holding plate 531
The contact surface between the lower end portion 531a and the groove 502a is an arcuate surface centered on the axis of each toe adjustment rod 701,
The arcuate surface allows the first swing arm 502 to move toward the main arm 5.
It is possible to rotate relative to 01. Similarly, the second
A groove 503a is also formed in the swinging arm 503 of the holding plate 532, and the holding plate 532 is arranged such that its lower end 532a enters into the groove 503a.
The abutment surface between the lock nut r;02 (the toe angle adjustment rod 601) is an arcuate surface centered on the axis of the lock nut r;02 (the toe angle adjustment rod 601).

As shown in FIG. 19, at the lower end of the main arm 501, a first bladder 535 is provided on one side thereof, and a second bracket 536 is provided on the other side. As shown in the figure, a third cylinder 537 is swingably attached to the second bracket 536.
The third cylinder 537 has its piston rod 537a
The tip of is rotatably connected to the lower end of the second swing arm 503 indicated by lFj. Note that FIG. 19 is a side view of the toe angle adjusting device 4 viewed from the second clamping means 505 side. Similarly, regarding the first bracket 535, a cylinder 538 (see FIG. 20) is swingably attached, and the tip of the piston rod is attached to the first bracket 535.
The swing arm 502 is rotatably connected to the lower end of the swing arm 502. As a result, the first swing arm 502 swings around the axis of the toe angle adjustment drawer 01 and +l drawer 01 due to the extension or contraction of the fourth cylinder 538, and the toe angle adjustment rod 601 is rotated. That will happen.

Further, as the third cylinder 537 is extended or shortened, the second swing arm 503 swings about the axis of the Locker Retro 02, and the lock nut 602 is rotated.

Also, 1. The fourth cylinder 538, that is, the cylinder that drives the swinging arm 502 for the toe angle adjustment rod 601, is provided with a cylinder speed changing means 540 that switches its operating speed between high and low speed (see FIG. 20). This cylinder speed changing means 540 is controlled by a control unit U.
It is controlled by signals from ・).

The main arm 501 is also attached so as to be able to move IFI backward (L down) with respect to the slur (toe pull 550) that forms its base.In other words, the slide table 550 extends vertically; Guide rail 5 extending back and forth
51 is installed, and the main arm 501 is guided by this guide rail 551 and is movable. The slide table 550 has a fifth cylinder 5 at its lower end.
52 is fixedly installed, and the tip of the piston rod 552a of this fifth cylinder 552 (common cylinder) is connected to the first arm 5.
When the fifth cylinder 552 is extended or shortened, the upper F of the L arm 501 is moved, and when the fifth cylinder 552 is extended (Fig. state), the main arm 501 assumes the operating position, and conversely, when the fifth cylinder 552 is shortened, the main arm 501 assumes the non-operating position. Moreover, this fifth cylinder 552 and 1=arm 5
01 is equipped with a displacement absorbing mechanism 55, which will be described in detail below.
5 is provided.

As shown in FIG.
The casing 5561 has a cylindrical shape extending downwardly, and a through hole 556a is provided in the lower end wall of the casing 5561. "156a to the piston rod 552a.
The tip of the (fifth cylinder 552) is the casing 55
A flange 5E52b is formed at the end of the piston rod 552a, and a compression spring 557 is interposed between the flange 552b and the inner surface of the wall of the casing 556. As a result, even if the toe angle adjustment rod 601 deviates upward from the predetermined position when the main arm 501 assumes the operating position, the deviation will be absorbed by the deviation absorption mechanism 555. Become. The causes of the toe angle adjustment lot 601 not being marked □ include air 1F in the wheel 2, difference in tare size, etc. Therefore, even if the toe angle adjustment rod 601 is displaced up or down due to variations in the air pressure of the wheels 2, the toe angle adjustment rod 60I or the lock nut 60 by the first clamp means 504 and the second clamp means 505
2 clamping will be done reliably.

Furthermore, the slide table 550 is movable in the lateral direction (the direction in which the toe angle adjustment rod 601 extends) with respect to the base 570. That is, a second guide rail 571 extending laterally is laid on the base 570, and the slide table 550 is guided by this second guide rail 571 and is movable. The slide table 550 is connected to a sixth cylinder 572 disposed on a base 570, and by extending or shortening the sixth cylinder 572, the slide table 550 is moved in the lateral direction, that is, the toe angle is adjusted. When the rod 601 is moved in the extending direction and the sixth cylinder 572 is extended, the slide lever 550 is displaced outward in the width direction, and the second clamping means 505 takes an operating position to clamp the lock nut 602. , when the sixth cylinder 572 is shortened, the slide table 550 is displaced inward in the narrow width direction, and the second clamping means 505 locks the lock nut 6.
It is designed to take a standby position located to the side of 02. Also, the sixth cylinder 572 and the slide table 550
A suppressing mechanism 580, which will be described in detail below, is provided at the connecting portion with the lock nut 602, so that the second clamping means 505 is prevented from locking the lock nut 602 even though the sixth cylinder 572 is extended.
This is intended to compensate for the case where the user is unable to maintain a good grasping position due to getting caught in the grip.

As shown in FIG. 25, the suppression mechanism 480 is basically composed of a compression spring 581.

Below, the sixth cylinder 572 and slide table 55
The connection with 0 will be explained in detail. First, the base 570
, the inner end side end in the extending direction of the toe angle adjustment rod 601,
In other words, the upright plate 573 is provided at the inner end in the vehicle width direction,
The sixth cylinder 572 is fixed to the upright plate 573. The piston rod 5 of this sixth cylinder 572
72a extends outward in the vehicle width direction through a through hole 573a of the plate 573. On the other hand, a second upright plate 550a is provided on the side of the slide table 550, and a second through hole 55 is provided in the second upright plate 550a.
0b is provided. The tip of the piston U'J rod 572a of the sixth cylinder 572 is -
[2 The piston rod 5 is inserted through the second through hole 550b.
A flange portion 572b is provided at the insertion end of the piston rod 572a, and the flange portion 572b functions as a stopper for receiving the second raised 1″L plate 550a.
is provided with an enlarged diameter portion 572c at its intermediate portion, and between this enlarged diameter portion 572c and the second upright plate 550a,
No. 11 compression eights 581 are provided.

With such a configuration of the suppressing mechanism 580, when the piston rod 572a of the sixth cylinder 572 is extended and the slide table 550 is moved to the operating position, the gripping portion 1521 of the second clamping means 505 is pressed against the lock nut 602. When a situation occurs in which the second clamping means 505 (including the first clamping means 504) cannot be moved to a predetermined operating position because the second clamping means 505 (including the first clamping means 504) does not fit properly into the
The JF compression spring 581 urges the second crank 11 stage 505 toward its gripping position via the slide deple 550. This problem is caused by the fact that the slide lap 550 moves from the toe angle adjustment rod 601 side toward the lock element/seat 602 side when taking the operating position. The second clamping means 505 (second swinging arm 50-3) biased by the Jt compression spring 581 moves 1:1 to grip the lock nut 602. 'iJ ability (ensuring movement to grasping position).

To explain the waves of the toe angle adjustment, the toe angle adjustment is performed first on the rear wheel 21 (side), and then on the front wheel 2F'. The toe angle adjustment of the rear wheel 2 TI is performed based on the reference line 13-L (see FIGS. 18 and 26) of the toe angle adjustment device 4. That is, ,+j
The toe angle of the rear wheel 2[< is adjusted so as to ignore the ETITiO2 core wire extending in the ij-rear-north direction. The toe angle adjustment of the external force 1γI wheel 2F is the virtual straight line of the composite angle determined by the rear wheel 2R]・Lr (see Fig. 213) is J
, t-quadratic. The composite angle of this rear wheel 2It will be described later.

Therefore, if the handle 8 is in the turned state, without correcting the handle 8 to the middle 1γ position,
The toe angle of the front wheel 2F is adjusted while the handle 8 remains turned. That is, the front wheel 2 based on the reference line 13.1° of the toe angle adjustment device 11
The influence of the steering angles OFR', OF+,' of the front wheels corresponding to the steering angle δ of the steering wheel 8 is removed from the tire angle measurement value of ``, and thereby the front wheels 217 are in the neutral position, that is, the steering wheel 8 is in the neutral position. Position: After finding the position when it is at the center position, the composite angle of the middle position and the rear wheel 21≧ is the virtual straight line I.
・From [, r, that is, the synthetic angle virtual straight line l-1,, r・
Based on (), the toe angle adjustment amount of the front wheel 2F pa is calculated.And.

This front wheel turning angle is set to a value corresponding to the di type from the table shown in FIG.

Here, the rear wheel composite angle is defined by the following equation.

Incidentally, in the above formula, the tire angle θRR of the right rear wheel 2RR and the tire angle θRL of the left rear wheel 2RL are expressed by one of them being expressed as 10 and the other being expressed as a single sign.

Further, the turning angle δ of the handle 8 is detected by turning angle detecting means 9 shown in FIG. 27.

To explain the steering wheel turning angle detection means 9, a main body 900 thereof is provided with a pair of arms 901 extending left and right, and an inner end of the right arm 90]a and an inner end of the left arm 901b are provided with a pair of arms 901, respectively. Gears 902 that mesh with each other are integrally provided, and the gears 902 are rotatably supported on the main body 900, and both arms 901 are swingable at equal angles about their inner ends. And each arm 90
A bottle 903 is installed at the outer end of 1, and this bottle 903
is adapted to be locked to a stem portion 8a of the handle 8. Further, a tension spring 904 is stretched between the main body 900 and the arm 901, and the swinging of the arm 901 is restricted by cooperation between a pin 905 fixed to the arm 901 and a guide portion 906 provided to the main body 900. It is meant to be done through work. An angle sensor 910 is attached to the main body 900 along a vertical line passing through the intersection of both arms 901.
and a holding bin 911 that is locked to the wheel portion 8b of the handle 8. By cooperation of this holding bin 911 and the bin 903 of the arm 901, the turning angle detection means 9 can be attached to the handle 8. It is meant to be done.

The angle sensor 910 uses a magnetoresistive element for linear displacement, and is composed of a sensor that converts the angle of inclination from the vertical into voltage without contact using a combination of a magnet and a pendulum. The steering wheel turning angle δ is input to the control unit U.

Based on the above, toe angle adjustment will be explained in detail with reference to the flowcharts from FIG. 29 onwards.

After the main run star initialization (Sl), first in step S2 (hereinafter the step number will be abbreviated as "S"), the type of vehicle entering the toe angle adjustment station S is determined. Here, the vehicle discrimination also includes discrimination between vehicles equipped with power steering and vehicles not equipped with power steering. Then, depending on the vehicle scale entering this station S, the rear wheel turntable 30 is
3R and rear wheel toe angle measuring device 4 r< and 11 of the vehicle body
” The front wheel turntable 303 is moved rearward as appropriate.
The distance from the toe angle measuring device 4 for F and +nj wheels is adjusted to the distance corresponding to the medium type (S3).

Then, the vehicle enters the station S, and after the vehicle has stopped moving, the toe angle measuring device 4 starts measuring the tire angle θ of the wheel 2 (S4 to S8). That is, first, the toe angle measuring device 4 is moved inward of the tread until its measuring plate 401 comes into contact with each wheel 2, and the first measurement result (Δat, B
b+>, the tire angle θ of each wheel 2 is calculated (89).

Then, after calculating the composite angle of the rear wheel 21 using SIO,
From the table shown in FIG.
FL' is set, and the tire angle θ of the 1j11 wheels 2F is compensated by the front wheel steering angle θFR', θF (to remove the influence of the front wheel steering angle θFR', θFbi), after correction. The front wheel 2F is covered with debris at the ear angle θ.
A composite angle is calculated (Sll, 512).

Here, the composite angle of the front wheel 2F is calculated using the following formula.

In addition, the right front tire angle θFR and the left front tire angle θF+.

``do'' refers to something that is expressed as a 10 sign on one side and a 1 sign on the other side.

In the next S l 3, the toe angles of the front wheel 2D and the rear wheel 2R are determined. Here, the toe angle of the front wheel 2F is determined by the steering angle θFR' of the front wheel 2F with respect to the virtual straight line I-Lr (see FIG. 25) of the composite angle of the rear wheel 2R (see FIG. 25); The toe angle of the front wheel 2F and the toe angle of the rear wheel 2R are displayed as tire angles with the influence of &FL' removed (S l 4). Here, rear wheel 2
The toe angle of R is based on the reference line B, [,
The inclination angle of the rear wheel 2R relative to the tire angle θ is defined as the tire angle θ. Then, at Sl5, the composite angle of rear wheel 2R (
After calculating the deviation angle a (offset...) of the composite angle of the front wheel 2F (virtual straight line I・1°r of composite angle) with respect to the imaginary straight line 1-Lr of composite angle (see Fig. 27), each middle ring 2
The toe angle of is converted to the toe-in amount (S16), and these values are set as reference values (see Figure 35) for visual confirmation of the work.
(S17) 6 In addition, in the next S18, it is determined whether the toe-in river and the offset amount α are within the range of the set reference value (see Fig. 36), and the (-angle adjustment It is determined whether the toe-in FIL and the offset amount a of each wheel 2 are necessary.
Is it all based on? When it is within the range of %iQ, it is assumed that toe angle adjustment is not necessary and ten cars are exited from station S (Sl9), while at least one of toe-in j and offset amount is out of the range of the reference value. Sometimes, toe angle adjustment is necessary, and the toe angle adjustment is performed after the zero point adjustment (S20) of the toe angle adjustment device 4 (S2
1).

Two displacement measuring devices 410 are disposed in the front and back direction of the toe angle measuring device 4, and a displacement measuring device 410 is located in front of the support shaft 406 with /V between the two displacement measuring devices 410 (Sensor A is indicated in the flowchart). and a displacement measuring device 410b (indicated as sensor B in the flowchart) located at the rear, replace the first measured value Aa+ of the front displacement measuring device 410a with a predetermined value Δ0, The first measured value of the measuring device 41Ob [(By replacing bI with a predetermined value Ba, each displacement measuring device 410a
, 41O)) zero point adjustment is performed (S22). Then, in the next step S2:3, flag I is set. Here, the flag l=1 is for each displacement measurement 2s 410a,
4 ] This means that the zero point adjustment of Ob has been completed.

(Leaving space below) Part 1: History of Ruan and Construction A Mutual Mechanism – Kamedan 4” Shin! ! gg-
Before adjusting the toe angle of 1""+N wheel 2I・°, rear wheel 2R
1 First, in S30, the rear wheel 21? It is determined whether or not the toe angle of the rear wheel 2R is appropriate, and when it is necessary to adjust the toe angle of the rear wheel 2R, S3
Proceed to steps after step 1.

In adjusting the toe angle of the rear wheel 2R, first, the angle adjustment device 51 is set to the operating position (S31).
, 532). Here, the first clamping means 504 and the second
between the clamping means 505 and the operating position and the gripping position.
In the lid, first, the fifth cylinder 552 is extended and the main arm 501 is moved to the operating position. At this time, the first
The clamping means 504 and the second clamping means 505 are
(The slide table 5 is placed in the open state.
50 is placed in the standby position (sixth cylinder 572
is in a shortened state). Next, the first clamping means 504
The second clamping means 505 is then moved to close its gripping member 506.521 (retraction movement of the wedge member 509.524) until the second clamping means 505 reaches a slightly loose state. Thereafter, the sixth cylinder 572 is extended, and the slide table 550 is moved to the operating position. At this time, when the extension of the sixth cylinder 572 is completed,
The third cylinder 537 is slightly extended, and the second arm 503 is swung. Due to the swinging of the second arm 503 and cooperation with the pressing mechanism 580, the second clamping means 505 is guaranteed to assume a gripping position in which it grips the locking mechanism 602, and the first clamping means 504
The setting of the second clamping means 505 is completed (S3
2).

Next, the target value required for toe angle adjustment is determined based on the reference value for the applicable vehicle type from the reference value table shown in Figure 36, and the upper limit value and the upper limit value are calculated by 't=equalization. is set as the 11 standard adjustment value (S33).

This can be expressed as a formula as follows.

The following sections 334 to 836 also consider other embodiments of the present invention. That is, when the toe angle adjustment mechanism 6 is provided only for the - wheel among the right rear wheel 2 RT< and the left rear wheel 2R1, the process moves to S35.

In this embodiment, both left and right rear wheels 21? Toe angle adjustment (
Proceeding to the relationship 1-1S 3 G /\ in which the number 6 is provided, the required toe angle adjustment amount (11 adjustment points) of each rear wheel 2R is calculated. This 1-1 standard adjustment amount is determined based on the deviation of the current tire angle from the target adjustment value. Then, this 1J standard adjustment A1 is replaced with the necessary co-rotation angle of the toe angle adjustment [J rod 701 from the relationship with the thread pitch of the toe angle adjustment rod 701 (S37.53
8) The number of strokes of the first swing arm 502 is calculated based on the required rotation angle of the toe angle adjustment rod 601 (S39), that is, the toe at the stroke amount of the first swing arm 502 is This is the rotation angle of the angle adjustment rod.

When measuring the stroke number of the first swing arm 502 based on the above formula, if a remainder appears (S40), in addition to adjusting the toe angle by the full stroke of the first swing arm 502, fine adjustment is necessary. Therefore, the following S
At 41, the flag [Pa1 is set. Here, the flag FI=1 means that fine adjustment of the toe angle is necessary.

In actual toe angle adjustment, first, the direction of the toe angle adjustment horn, that is, the toe angle is adjusted, and the first swing arm 5
The initial setting of the 40th cylinder 538 for rocking the cylinder 538 is performed (S42.43). That is, depending on the rotational direction of the angle adjustment rod 601, the fourth cylinder 538
is shortened or expanded to the stroke end, and then the toe angle adjusting rod 60 is moved by the clamping means 504 of the cylinder 1.
1 clamp is performed. Next, in S44, flag Fz is determined. Here, the flag F3 indicates whether cooling is required for readjusting the toe angle, as will be described later. At the initial stage, the flag [・°, 20, so S
45, the lock nut 702 is unlocked by the second club means 505. Zunawara S 45
In step , the lock nut 702 is clamped and unlocked by the second clamping means 505.

This allows the toe angle adjustment rod 701 to rotate. On the other hand, when the result is "I-Y E:S" in S44, the process moves to S4f"N and the flag is reset.

Then, in the next step S47, the first swing arm 5
Whether or not the full stroke of 02 is necessary is determined by whether or not the stroke number is 1 or more. In S48, the fourth cylinder 5 is The toe angle adjusting rod 601 is rotated by the full stroke operation of the motor 38. 34th
The figure shows details of the full stroke operation control of the fourth cylinder 538. First, the cylinder speed changing means 54
0 to the high-speed mode, and then the fourth cylinder 538
is fully stroked (<549), and then the clamping of the toe angle adjusting rod 701 by the clamping means 504 of the cylinder 1 is released (S50). stop.

Then, reset the cylinder 538 of tube 4 (S51)
Then, the toe angle adjustment lot 701 is clamped again by the first clamping means 504 (S52).

The full stroke operation of the fourth cylinder 538 is repeated a predetermined number of times (S56), and upon completion of each full stroke operation, an abnormality in the toe angle measuring device 4 is detected (S55). Regarding this anomaly detection,
Convenience of explanation - A detailed explanation will be given after 1-1 (Fig. 35).

In toe angle adjustment, if further fine adjustment is required, S57
．． After resetting the flagged capacity via step 358, fine adjustment of the toe angle is performed.The fine adjustment of the toe angle is 1i;
The cylinder speed changing means 540 (see FIG. 20) is set to a low speed mode, and here, the adjustment tire angle
This is done by slowly operating the fourth cylinder 5; 38 while measuring the toe-in j, :, until it reaches the target adjustment value (S59 to 862). After this fine adjustment of the toe angle is completed, the second clamping means 505 locks the knock nut 702, and then the toe angle adjusting device 5 is reset to the non-operating position. S6
3 to 565).

On the other hand, when adjusting the toe angle, when full stroke operation is not required, proceed from S47 to S6C3/\, and while adding the 5th normal rise of the toe angle measuring device 4 (S67), perform the toe adjustment described in 1-1. Using the r-method similar to the angle fine adjustment, fine adjustment of 1.-angle is performed by slowly operating the fourth shilling 5 38 while watching the adjustment tire angle θ'.

Also, when fine adjustment of the toe angle is not required, S57
After proceeding to 868 and determining whether the toe angle adjustment is appropriate (S68 to 570), if it is inappropriate, proceed to S71.
After setting the flag F at step 334, the toe angle adjustment of 11 degrees is performed. Here, the flag Fco=1 means that the toe angle is to be adjusted again. .

The toe angle adjustment of the front wheels 2R is performed on the premise that the toe angle adjustment of the rear wheels 2R is completed as described above, or that the toe angle adjustment of the rear wheels 21< is unnecessary from the beginning.

The toe angle adjustment of the front wheel 217 is performed through each step after S80, but since the operation of the toe angle adjustment device 4 is basically the same as that of the rear wheel 2H, The detailed explanation will be omitted, but the front wheel 2F
I will add an explanation to the characteristic part of toe angle adjustment in 1).

The toe angle adjustment of the front wheel 2F is performed based on the virtual straight line 1·l, r obtained from the adjusted composite angle of the rear wheel 2R (S82 to 586).

In addition, when adjusting the toe angle of the front wheel 2 [P], the cylinder 538 for rotating the toe angle adjustment rod on the
The full stroke [nork operation] is performed in the -4° step order shown in FIG. 34, with the cylinder speed changing means 540 set to the high speed mode, as in the case of the rear wheel 2R.

After adjusting the toe angle of the front wheel 2F at the 1-1 standard as described above, the [・-angle (
Based on the reference line l-L "reference" of the composite angle of the rear wheel 21・', find the composite angle of rjii 2[:, and find the offset with the composite angle of the rear wheel 2! done (s+oe)
).

If the offset F11Q is out of the range of the predetermined offset:12Q shown in FIG.
Proceeding to step 5, a display to that effect is displayed.

An abnormality in the toe angle measuring device 4 is detected on the premise of the following F.

In other words, to change the tire angle based on the toe angle adjustment, 〇 means two training devices 410 arranged in the longitudinal direction of the vehicle body.
In other words, 410, l (sensor Δ) and 41Ob (sensor 13
) will be detected. 7. Since these displacement measuring devices 410a and 410b are arranged at equal intervals (S/2) from the support shaft 406, the negative detection amount (An An) of the displacement measuring device 410a is and the displacement detection 1t (BnBo) of the other displacement measuring device 4 l Ob should have the same absolute value, and if the absolute value is between 5, at least one of the displacement measuring devices 410 is It can be inferred that this is due to abnormal operation. Next, the probability of occurrence of this abnormal operation is greater when the detection rod 410d of the transformation measuring device 410 is displaced in the extension direction than when it is displaced in the contraction direction. -) The detection rod 410 ci of the jam displacement measuring device 410 is the compression spring 410
Since it is configured to expand with the biasing force e, there is a high possibility that a return error will occur. For this reason, the displacement measuring device 4 ] 0
When an abnormality is detected, the toe angle adjustment angle θ' is determined based on the detection 4i'i of the displacement measuring device 41O, which shortens as the toe angle is adjusted.

Based on the above premise, detailed explanation will be given based on the flowchart shown in FIG. 35.

First, An, ! is sequentially detected. Detection rod from 3r1
4 1 0 d change i1 in jii, (Δ
n - 80) and (13n - r (◎), depending on whether it is the sum or the falsification 171 difference (C) range or I7 -)
Meat eating position measuring device 410 Fx, 41 t) b normal,
〃The usual 711 distinction is made (SI21). Here, Δ
For n and I3n, the 10 sign is used for changes on the inner side of the tread.

If there is an abnormality, the process proceeds to 5122, and the toe angle adjustment tire angle θ is determined based only on the measurement result of the change in 80 and 13n whose J direction is in the shortening direction of the displacement measuring device 410. is done (SI23 no 'i', SI 26
), the adjusted tire angle θ' is displayed and an abnormality of the displacement measuring device 410 on the extension side is displayed (SI27 to 513
0).

Of course, when the measurement results are displayed, both the measuring devices 410 and 410 are considered to be abnormal, and a message to that effect is displayed (S13+>, followed by the operation stop button of the measuring device 4). is performed (S132).

Further, when it is determined in 5I21 that it is normal, the carnivorous position measuring devices 410a and 410b.

The adjusted tire angle θ' is calculated based on the measurement results (S1
33), the adjusted tire angle 0゛ is displayed (S l
34).

・　　　　　　　　　T) 30゛゛　S≦YjΣ-.

Regarding the toe angle adjustment mechanism 6 of the rear wheel 2R, the right rear wheel 2RR
Alternatively, the toe angle adjustment mechanism 6 may be provided only on one of the left rear wheels 2RL.

In this case, in the flowchart shown in Figure 30,
Proceeding from S34 to 335, the [1 standard adjustment amount by the -wheel is calculated, and the process proceeds to S37.

According to this modification, the toe angle of the front wheels 2F is adjusted based on the rear wheel composite angle, so that the straight direction of the vehicle is adjusted based on the rear wheel composite angle.
This means that the virtual straight line 1-Lr is the composite angle of . Therefore, although the center line of the center wall in the longitudinal direction does not necessarily coincide with the direction in which the vehicle is traveling straight, this does not pose a problem in actual driving. Therefore, both left and right rear wheels 2R
The number of installed toe angle adjusting devices 5 can be reduced by -. compared to a device in which the toe angles are adjusted together.

(Effects of the Invention) As is clear from the explanation below, according to the present invention, the steering wheel can be adjusted to the 11
It is possible to adjust the toe angle of 11 wheels. Therefore, toe angle adjustment work can be performed quickly. Furthermore, complete automation of toe angle adjustment in mixed flow production becomes easy.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of the present invention, Fig. 2 is a plan view of the toe angle adjustment station, Fig. 3 is a schematic front view of the toe angle adjustment station, and Fig. 4 is after the toe angle adjustment mechanism is attached. A plan view of the wheel suspension, Figure 5 is a partial sectional view showing an enlarged toe angle adjustment mechanism, Figure 6 is a cross-sectional view taken along line Vl-Vl in Figure 2, and Figure 7 is a full-float turntable and its FIG. 3 is a plan view of the attached toe angle measuring device. FIG. 8 is a sectional view taken along the line ■--■ in FIG. 7. Figure 9 is a sectional view taken along the line IX-[X in FIG. Figure 1O is a partial vertical sectional view of the turntable, Figure 11 is a side view of the turntable, Figure 12 is a plan view of the guide device that guides the wheels to the turntable, and Figure 13 shows the vehicle guided to the toe angle adjustment station. Xrll-Xl in Figure 2 shows the lifter that lifts it up a little.
Figure 14 is a schematic diagram of the layout of the toe angle measuring device installed at the toe angle adjustment station, Figure 15 is a sectional view of the toe angle measuring device, and Figure 16 shows the main parts of the toe angle measuring device. Fig. 17 is a front view of the toe angle measuring device, Fig. 18 is an enlarged partial sectional view of the main part showing the measuring plate of the toe angle measuring device in contact with the side surface of the tire, and Fig. 19 is a toe angle measuring device. A side view of the angle adjustment device. Fig. 20 is a plan view of the toe angle adjustment device seen from E, Fig. 21 is a cross-sectional view XXI-XXI not shown in Fig. 19;
Fig. 2 is a side view partially showing the clamping means of the toe angle adjusting rod, Fig. 23 is a side view partially showing the clamping means of the lock nut of the toe angle adjusting rod, and Fig. 24 is a side view partially showing the clamping means of the toe angle adjusting rod. FIG. 25 is a partial sectional view showing the suppression mechanism attached to the toe angle adjustment device; FIG. 26 is an explanatory diagram showing the standard for adjusting the toe angle of the front wheels; FIG. 27 is a partial sectional view showing the deviation absorption mechanism. A front view of the steering wheel turning angle detection means, FIG. 28 is an explanatory diagram of steering wheel turning color correction in toe angle adjustment in the embodiment, FIGS. 29 to 35 are flowcharts showing an example of toe angle adjustment control, FIG. 36 37 is a table of reference values used for toe angle adjustment control, and FIG. 37 is a table of front wheel turning angles with respect to steering wheel turning angles. 2F = Front wheel 2R: Rear wheel 4 (951) Tire angle measuring device (tire angle measuring means) 5 (953) Tire angle adjusting device 8: Handle 9 (952): Handle turning angle detecting means U: Control unit 950: Vehicle type detection means 954: Composite angle calculation means 955: Steering angle setting means 956: Tire angle correction means 957: Front wheel toe angle adjustment amount setting means δ: Steering wheel turning angle Fig. 3/' 12j Ne1 35b Fig. 16 Figure 34

Claims (1)

[Claims] (1) Vehicle type detection means for detecting the type of vehicle, tire angle measuring means for measuring the tire angle of each wheel, steering wheel turning angle detecting means for detecting the steering wheel turning angle, and front wheel toe adjusting means for adjusting the toe angle of the front wheels. An angle adjustment means; a composite angle calculation means for calculating a composite angle of the rear wheels representing the straight-ahead direction of the vehicle from the toe angle of the rear wheels; a steering angle setting means; a tire angle correction means for removing the steering angle from a measured value of the front tire angle; and a front wheel toe angle adjustment amount based on the tire angle corrected by the correction means and the composite angle of the rear wheel. An automatic toe angle adjustment device for a vehicle, comprising: front wheel toe angle adjustment amount setting means for setting;