JPH01197179A - Device for automatically controlling toe angle of vehicle - Google Patents

Abstract

PURPOSE:To enable high speed and accurate control by controlling a toe angle through oscillations of an oscillating arm with expansion and contraction of a cylinder and rotation of a toe angle control rod, thereby performing operation at a high speed at the time of full stroke mode of the arm while at a low speed at the time of other oscillation modes. CONSTITUTION:In a device where the length of a lateral link is expanded and contracted by rotating a toe angle control rod 950 around the axial line, thereby a toe angle is changed, the rod 950 is provided at a clamp-free oscillation arm 952, which is oscillated by a cylinder 953. In performing toe angle control operation, required oscillation times of the arm 952 is computed by means of an operation means 956 based on an actual toe angle value and a toe angle value set. At the time of oscillations caused by full stroke mode of the arm 952, a cylinder 953 is operated at a high speed, and at the time of other oscillations than the former, it is controlled to be operated at a low speed by means of a cylinder speed control means 957.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention relates to a toe angle adjustment device used in vehicle assembly, and more specifically, to an automated toe angle adjustment device for a vehicle.
This invention relates to an automatic toe angle adjustment device for both F and F.

(Prior art) In the vehicle assembly process, a toe angle check process is provided at the front end of the vehicle, 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. The toe angle adjustment of the wheel is made based on the results of the toe angle measurement carried out in the previous step.A so-called dynamic toe tester is used to measure the toe angle while rotating the wheel on the drum. A method of calculating the toe angle from the side force of the F-wheel, and JP-A-57-1
As seen in Japanese Patent No. 00307, a method is known in which a measuring plate is brought into contact with the outer surface of a wheel that is moving still, and the toe angle is directly determined from the inclination angle of this measuring plate.

By the way, the conventional method of toe angle adjustment is that the work vehicle 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, the toe angle is adjusted to match the set toe angle. The task of adjusting the toe angle was left entirely to manual labor. 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 ( (See Japanese Patent Application Laid-Open No. 52-27408). Various types of toe adjustment mechanisms are known, and one of them uses a toe angle adjustment rod with a threaded portion, as seen in Japanese Utility Model Application No. 60-103005. What was there is known. That is, when this toe angle adjustment rod is incorporated into a tie rod, when the toe angle adjustment rod is rotated once, the length of the tie rod can be extended or shortened by the pitch of the thread.

In other words, the amount of rotation of the toe angle adjusting rod corresponds to the toe angle adjusting rod.

When automating this kind of toe angle adjustment work,
This toe angle adjustment device requires contradictory technical requirements such as high speed and accuracy.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a medium-thickness automatic toe angle adjustment device that can perform toe angle adjustment quickly and accurately.

(Means and operations for solving the problem) In order to achieve the technical problem F, the present invention includes rod clamping means for clamping the toe angle adjusting rod 950, as shown in FIG. 951; a cylinder 953 for swinging the swing arm 952 around the axis of the toe angle adjustment rod 950; and a cylinder speed for switching the operating speed of the cylinder 953 between high and low speeds. a changing means 954; a toe angle measuring means 955 for measuring the toe angle of both widths 1rj; and based on the toe angle measurement value and the set toe angle value by the toe angle measuring means 955; Adjustment amount calculation means 956 for calculating the required number of swings of the swing arm 952; Of the required number of swings calculated by the adjustment amount calculation means 956, the number of times due to the full stroke of the swing arm 952 moves the cylinder 953 at high speed. and a cylinder speed control means 957 for operating the cylinder 953 at a low speed.

That is, when the swing arm 952 is driven by the cylinder 953, the swing angle of the swing arm 952 is regulated at the stroke end of the cylinder 953 and has a certain constant value. Therefore, the toe angle value adjusted by the full stroke of the swing arm 952 has a constant value. Therefore, the required toe angle adjustment angle is divided into the adjustment amount adjusted by the full stroke of the swing arm 952 and the remainder,
While the full stroke of the swinging arm 952 is performed at high speed, the cylinder is operated slowly for the remainder, thereby achieving both high speed and accuracy of the toe angle adjusting device 958. It is.

(The following is a blank space) (Example) Hereinafter, an example of the present invention will be described based on the attached drawings.

FIGS. 2 and 3 show a toe angle adjustment station S provided in the final process of assembling an automobile, and the station S includes a mounting table; 3 for the wheels 2 of the automobile 1;
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. 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 figure, those related to the right front wheel are marked with (i''FJ,
Similarly, the left front wheel is identified by (rF L 41), the right rear wheel is identified by [rRJ, and the left rear wheel is identified by 1i'RL, jl. In addition, in the following explanation, when it is particularly necessary, the front wheels will be collectively referred to as IrFJl and the rear wheels will be referred to as ff'RJl, and when referring to each element collectively, only numerical reference symbols will be used. Next, for convenience of explanation, 2. Before explaining the toe angle measuring device 4, toe angle adjusting device 5, etc. described in L, the toe angle adjusting mechanism 6 provided in each wheel 2 will be explained. explain.

6.J4-1.5-Figure 4 shows a suspension 7 for the rear wheel.This suspension 7 is of a swing arm type, and its wheel support member 70
The rear lateral link 702, which is a component of
A toe angle adjustment mechanism 6 is provided that allows the toe angle of R to be adjusted. This will be explained in more detail below.

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 member 701 so as to be movable up and down. The wheel support member 7
01 is a front lateral link 704 extending in the vehicle width direction.
and a connecting link 705 as a wheel support member extending in the longitudinal direction of the vehicle body on the rear lateral link 702M.
It has . The above [rI lateral link 704 and the above rear lateral link 702 refer to the rear lateral link 7
These elements 702 and 704 are arranged side by side in the longitudinal direction of the heavy body with 02 at the rear, and the inner ends (i [ends on the inner side of the body)] are rotatably connected to the subframe 703. , the outer end portion (the end portion on the outer side of the vehicle body) is rotatably connected to the connecting link 705 indicated by F. That is,
The outer end of the front lateral link 704 is connected to the front end of the connecting link 705, and the outer end of the rear lateral link 702 is connected to the rear end of the connecting link 705. and,
The connecting link 705 is a king pin 705 that extends outward from the vehicle body.
a, and the rear wheel 2R is held rotatably with respect to this king pin 705a. Further, the suspension system /7 is provided with a pair of left and right torsion rods 706 extending in the longitudinal direction of the vehicle body, each torsion rod 706 has its front end rotatably connected to the vehicle body, and its rear end connected to the connection link mentioned above. 705, and this torsion rod 706 ensures the rigidity of the rF wheel support member 701 in the rear direction of the vehicle body 1'1q.

The toe angle adjustment mechanism 6 is provided approximately at the center of the rear lateral link 702 in the length direction, and the toe angle adjustment mechanism 7 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 702 includes an inner link 702a (vehicle inner side link) and an outer link 702b.
(vehicle body outer side link), and between these links 7゜2a%702b is the toe angle adjustment rod 01.
is installed. 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 702a and 702b are formed. A female threaded portion 702c (the outer link 702b is not shown) is formed, and the toe angle adjusting rod 601 and the links 702a and 702b are screwed together.

The female thread of the outer link 702b, into which the outer end of the toe angle adjusting rod 601 is screwed, is constituted by a nut 702d, and the nut 702d is fixed to the outer link 702b. 1. The lock nut 602 is screwed onto the outer end side threaded portion 702C of the toe angle adjustment rod 601, and the rotation of the toe angle adjustment rod 601 is locked by press-contacting the lock nut 602 with the nut 702d. It has become.

With the following configuration, 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 lateral link 702 is changed afterward. The soil texture will be shortened or lengthened. Then, the fact that the length dimension of the lateral link 702 changes after this means that the toe angle of the rear wheel 2R changes, and when the rear lateral link 702 shortens, the toe angle changes in the toe-out direction. When the rear lateral link 702 is adjusted and the rear lateral link 702 is expanded, the toe angle is adjusted in the toe-in direction.

So, rear wheel 21? Although the side toe angle adjustment mechanism 6 has been described, for the front wheels 2F, the toe angle adjustment mechanism is provided on the tie rod, which is a component of the steering mechanism, and this front wheel side toe angle adjustment mechanism is similar to the above-mentioned rear wheel side toe angle adjustment mechanism. Since it has the same configuration as the mechanism 6, illustration and explanation thereof will be omitted.

・[゛Location 1 3 ・J2!2, 6th to 13th tray mounting table 3 is mounted on a frame 301 as shown in FIG. 6 etc.
As shown in FIGS. 8 and 10, the upper surface of the frame 301 has a plurality of bearings around the circumference: S02
A turntable 30:3 is provided on the ball 302a, -1, which is removably provided on this bearing 302.
is installed. Turntable; 303 directly supports the wheel 2, and is a turntable for the front wheel 3031''
Since there is a slight difference in the configuration F from the rear wheel turntable 303R, first, the front wheel turntable 303F (
After explaining FIGS. 8 to 10), the rear wheel turntable 303R (FIG. 11) will be explained.

The front wheel turntable 303F is provided on its upper surface with a stopper 304 that restricts the back and forth movement of the front wheel 2F, and a guide plate 305 that comes into contact with the inner surface of the front wheel 2F.

As shown in FIG. 8, the front wheel turntable 303'' has a rotating shaft 306 extending downward, and an encoder 307 is provided at the lower end of the rotating shaft 306. The rotation angle of the wheel turntable 303F is detected.

In addition, as shown in FIG. 9, the disposed rotation shaft 306 is provided with an irregularly shaped part 306a having a rectangular cross section at the center in the vertical direction.
It is designed to be sandwiched between. That is, two shaft rotation regulating plates 307 are provided at front and rear 307a and 307b with the rotating shaft 306 in between, and each of these shaft rotation regulating plates 307 has the irregularly shaped portion at the end opposite to the rotating shaft 306. It has a notch 307C corresponding to 306a. The shaft rotation regulating plate 307 is provided on the frame 301 so as to be movable back and forth, and one end of the shaft rotation regulating plate 307 is connected to the upper end of the arm 308. Two arms 308 are provided, one being an arm 308a for the axial rotation regulating plate 307a, and another arm 308b for the other axial rotation regulating plate 307b. These arms 308 extend in the vertical direction, their central portions are rotatably attached to the arm 301, and the lower ends of the arms 308 are connected to a cylinder 309 installed between the arms 308a and 308b.

As a result, when the cylinder 309 is extended, the two shaft rotation regulating plates 307 come close to the rotary 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
4 are held in the front and rear positions. On the other hand, when the cylinder 309 is shortened, the two shaft rotation regulating plates 307 move away from each other to the extent that 1)? 1. The clamp on the rotating shaft 306 is released. When the rotating shaft 306 is unclamped in this way, the rotating shaft 306 is allowed to rotate and move back and forth and left and right.

That is, the front wheel turntable 303F is in a full float state.

The frame 301 is also provided with a conveyor table 310 on both sides of the front wheel turntable 303F.
It is now possible to get on and off the 3rd car smoothly.

On the other hand, the rear wheel turntable 303R is provided on the fourth surface of the rear wheel frame 320, and basically has the same configuration as the heavy wheel turntable 3031''.

Therefore, the same elements as those of the front wheel turntable 303F will be given the same reference numerals, and the explanation thereof will be omitted, and only the points different from the front wheel turntable 303F will be explained below.

1st! As shown in the figure, the rear wheel turn tape 303R, like the front wheel turntable 303F, has a rotating shaft 321 extending downward, and the lower end of the rotating shaft 321 has an irregularly shaped portion 321a having a rectangular cross section. This irregularly shaped part 32 is provided! a is sandwiched between shaft rotation regulating plates 307. In other words, the rear wheel turntable 303R has an encoder 30 like the front wheel turntable 307F.
7 is not provided. 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 shaft rotation regulating plate 307a is connected to the - cylinder 323. Plate 3゜7b is connected to another cylinder 324 and 1
By extending both cylinders 323 and 324, the two shaft rotation regulating plates 307 approach each other and clamp the rotating shaft 321. and,
When the rotating shaft 321 is held by the shaft rotation regulating plate 307 in this manner, the rear wheel turntable 303R is held with its stopper 304 positioned forward and backward. Conversely, when the cylinder 307 is shortened, the two shaft rotation regulating plates 307 are
move away from each other, and the clamp on the rotating shaft 321 is released. When the rotating shaft 321 is unclamped in this way, the rotation of the rotating shaft 321 and the backward and rightward movement of the rotating shaft 321 are allowed. That is, the rear wheel turntable 303R is in a full float state. still,
Although not shown, the rear wheel turntable 303R is operated by a driving means such as a servo motor, etc.
nJ It is possible to move in the rear direction, and the turntable 3 for the rear wheel
By moving 03R, the distance from the front wheel turntable 30 can be adjusted depending on the vehicle type.

The mounting table 3 also has a front wheel turntable: 303F.
Alternatively, a guide device 330 is provided behind each of the rear wheel turntables 303R, and a lifter 331 is provided in front and behind the guide device 303 sandwiched between both turntables 303F and 303R.

As shown in FIGS. 2 and 12, the guide device 330 has a pair of left and right guide bodies 332 that extend in the backward direction of one song. ) and can be moved freely. Guide body 3
32 is a guide groove (heavy wheel running path) 332a 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 332
has an arm 335 rotatably attached to the outside thereof,
- arm 335a and other arm 335b are connected by a first connecting rod 3:56. Further, the - arm 335a is connected to the - guide body 332a by a second connecting rod 337 as shown in the figure, and the other arm 33
5b is connected at its other end to another guide body 332b by a third connecting rod 338. The three first connecting rods 36 are driven in the vehicle width direction by a cylinder (not shown), etc., and the movement of the first connecting rods 336 causes both guide bodies 332 to move in the width direction. They are separated and approached in opposite directions. This allows the distance between both guide bodies 332 to be adjusted to suit different treads for each vehicle type.

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 vertically, and the rod 341a of the cylinder 341 is capable of protruding in both directions. , rod 34
A head 342 is attached to the upper end of 1a, 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 342a of the head 342
The side sills of the vehicle body are received and the vehicle body is held by the lifter 331. This prevents the vehicle body placed on the full float turntable 303 from being moved by external forces. The lifter 331 is designed to hold the vehicle body in a slightly raised state, thereby reducing the vehicle weight applied to the wheels 2, suppressing deformation of the tires, and reducing the load on the turntable 303. 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 attached with a driving means 402, and this driving means 402 allows movement M (ability) in the narrow width direction (in the direction of the arrow shown in FIG. 14).
When automatic 1 [jl is set, the toe angle measuring device 4 is moved inward of the tread until its measuring plate 401 comes into contact with the wheel 2, and the toe angle, camber angle, Alternatively, in the case of one wheel 2F, the steering angle and the like are detected. As shown in FIG. 2, this device 4 includes a signal sending means 403 that sends a fail signal etc. to the vehicle to be inspected, and a signal sending means 403 that compares the toe angle measured by the device 4 with a preset basic specification. It has a comparative inspection means 404 that performs. For this purpose, lines 404a to 404d into which the measured values of the steering angles of the front and rear wheels are input are connected to the comparison inspection means 404, and a connector 403b connected to a heavy vehicle controller (not shown) is connected to the signal sending means 403. The line 403a with which it has is connected. Hereinafter, the signal sending means 403, comparison detecting means 404, etc. will be collectively referred to as a control unit U.

15 to 17 are diagrams showing details of the toe angle measuring device 4 to the driving means 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 ball joint 407. Furthermore, a compression spring 408, a tension spring 409, and a link 410 are installed between the measurement plate 401 and the frame 405 when no external force acts on the measurement plate 401.

The measurement plate 401 is arranged to be parallel to the vehicle body center axis extending vertically and in the longitudinal direction. On the other hand, the measuring plate 4
When an external force acts on 01, that is! Depending on the longitudinal inclination angle or the vertical inclination angle of the wheel 2, the measuring plate 401 swings about the support shaft 406 to reflect the inclination angle of the wheel 2. In order to detect the inclination angle of the measuring plate 401, two displacement measuring instruments 4 are provided on the frame 405 at the front and rear with a support shaft 406 in between.
10a, 410b (see FIG. 16) and a displacement measuring device 410c (see FIG. 15) provided above the support shaft 406 are provided to perform each displacement measurement. The instruments 41O each have a measuring plate 40
It has a detection rod 410d extending toward the back surface of the device. +iii The support shaft 406 is a compression spring 406d
(see FIG. 16), and the detection lot 410d is made expandable and retractable by a compression spring 410e (see FIG. 18). The detection rod 410 is configured to collide with a contact pressure 401a fixed to the measurement plate 401 when the measurement plate 401 is brought into contact with the outer surface of the wheel 2, and the measurement plate 401 is tilted. If so, the amount of movement of each detection rod 410d in the forward/backward direction (displacement measuring device 4!
Since there is a difference in the forward and backward movement (1) within 0, the toe angle, steering angle, camber angle, etc. are detected based on this difference.

Specifically, at equal intervals (S/
2) Displacement measuring instruments 41021.4 arranged in front and behind
10 From the difference in the displacement position of the detection rod 410d of b.
t) 11 Rearward tilt angle θ (hereinafter referred to as θ).

The tire angle (also referred to as tire angle) is measured, and the toe angle and steering angle are measured based on this tire angle θ.

That is, the tire angle θ is calculated based on the following formula. In the formula below, the displacement position is replaced by the absolute length of the detection rod 410d (see FIG. 18).

tanθ=(Aa-Ba)/S Where, θ: Tire angle Δ8=Detection rod 410 cl (Displacement measuring device 410a) 13a: Detecting rod 410d (Displacement measuring device 410d) S: Distance between displacement measuring devices 410a and 410b On the other hand, the camber angle (vertical inclination angle of the width axis 2) is determined from the average value of the J-box displacement amount and the displacement position of the displacement measuring device 410c arranged above the support shaft 406. Of course, if only the toe-full and steering angles are to be measured, it is sufficient to provide only 122 displacement measuring devices 410a and 410b.

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 with respect to a base 421. That is, the base 421 has two wooden guide rods 4 extending in the width direction.
22 are provided 1. The E-slide table 420 is guided by this guide rod 422 to move. A threaded rod 425 is rotatably provided on the base 421 and extends parallel to the guide rod 422, that is, in the vehicle width direction.
The screw rod 425 is screwed into a threaded bush 426 of No. 0 so that the slide table 420 is driven by the rotation of the threaded rod 425, and one end of the threaded rod 425 is connected to a servo motor 430. The movement of the slide table 420 is performed by two limit switches 431 and 43.
This is done by 2. That is, limit switch 4
Drive control of four servo motors 30 is performed by the operation of 31 and 432. Thereby, the toe angle measuring device 4 is configured to have an operating position where the measuring plate 401 is in contact with the vehicle width 2 and a non-operating position where the measuring plate 401 is spaced apart from the width axis 2. The rear wheel toe angle measuring device 4R has a base 421 that is movable in the longitudinal direction of the vehicle body by a drive means such as a servo motor, and by moving the rear wheel toe angle measuring device 4R, the front wheel The distance between the toe angle measuring device 4F and the toe angle measuring device 4F is adjusted depending on the vehicle type.

(Left below) ? 5 (No. 19) The toe angle adjustment device 5 is as shown in FIGS. 19 and 20.
It has a main arm 501 that extends vertically, and this main arm 50
1 is composed of a plate-like member, and a first swinging arm 502 is provided on the negative side thereof, and a second swinging arm 502 is provided on the other side.
03 is provided. The first swing arm 502 and the second
The swinging arm 503 is composed of a plate-like member extending vertically along the main arm 501, and the first movable arm 502 has a first clamping means 504 for clamping the toe angle adjusting rod 601. The second swinging arm 503 is provided with a second clamping means 505 for clamping the lock nut 6024. The first clamping means 504 has a pair of upper and lower parts as shown in FIG. A gripping member 506 is provided, the gripping member 50
6 is disposed at the upper end of the first swing arm 502. The pair of gripping members 506 are relatively rotatable around a pin 507 at their central portions, and the bin 507
is fixed to the first movable arm 502 (see FIG. 21).

Furthermore, the gripping member 506 is provided with a gripping portion 506a for gripping the toe angle adjustment opening/socket 601 at one end (1 end) of the gripping member 506 with the bottle 507 in between, and this gripping portion 506a opens and closes. Accordingly, the toe angle adjusting rod 601 is clamped and unclamped. On the other hand,
A pair of rollers 5 are provided at the other end (lower end) of the gripping member 506.
08, and a wedge member 509 is arranged between these rollers 508 so that it can move forward and backward. That is,
The wedge member 509 is capable of moving 1 jl along the extending direction of the first swinging arm 502, and when the wedge member 509 enters between the rollers 508, the upper end of the gripping member 506 is 1-Grip portion 506
;The toe angle adjusting rod 601 is clamped by 1. Note that a spring (not shown) is provided between the bottle 507 and the gripping member 506, and the wedge member 509
When the gripping member 506 exits 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;
In other words, the toe angle adjustment rod 6 by the gripping portion 506a
The clamp at 0i is released (unclamping the toe angle adjustment lock 601). The wedge member 50
9 is adapted to be driven by a cylinder 510 (first cylinder), and the cylinder 510 is driven by the first cylinder 510 (first cylinder).
The cylinder 5 is disposed at the lower end of the swing arm 502 of the cylinder 5.
The tips of the ten piston rods 510a are connected to the wedge member 509 (see FIG. 22). As a result, as the piston port/end 510a extends, the wedge member 509 deeply enters between the rollers 508, and conversely, as the piston rod 510a shortens, the wedge member 5
09 exits from between the rollers 508.

The second clamping means 505, like the first clamping means 504, has a pair of upper and lower gripping members 521 (
a second gripping member), and the gripping member 521 is
The swing arm 503 is disposed at the upper end of the swing arm 503. As shown in FIG. 2, the pair of gripping members 521 are relatively rotatable around a bin 522 (second bin) at their central portions, and the bin 522 is connected to the second swing arm 503.
(see Figure 21). The gripping member 42
1 has a mouth and an opening at one end (I'' end) with the bottle 522 in between.
A grip portion 521a is provided to grip the lock nut 602, and the lock nut 602 is clamped and unclamped by opening and closing the grip portion 521a. On the other hand, a pair of rollers 523 (second rollers) are provided at the other end (lower end) of the gripping material 521, and between these rollers 523, similar to the first clamping means 504, A wedge member 524 (second wedge member) is arranged to be movable forward and backward. That is, the wedge member 524 moves downward by -L along the extending direction of the second swing arm 503, and when the wedge member 524 enters between the rollers 423, the upper end of the gripping member 521 are relatively approached, and the lock nut 602 is clamped by the grip portion 521a. In addition, the above-mentioned bottle 5
22 and the gripping member 521, similarly to the first clamping means 504, a spring (not shown) is provided, and when the wedge member 524 exits from between the rollers 523, the biasing force of the spring is As a result, the relative separation movement of the ten ends of the gripping member 521, that is, the clamping of the lock nut 602 by the gripping portion 521a is released (unclamping of the lock nut 602). The wedge member 524 is driven by a cylinder 525 (second cylinder), and the cylinder 525 is disposed at the lower end of the second swing arm 503.
The tip of the piston rod 525a of the cylinder 525 is connected to a wedge member 524 (see FIG. 21).

As a result, as the piston rod 525a extends, the wedge member 524 deeply enters between the first and second rollers 523, and conversely, as the piston rod 525a shortens, the wedge member 524 retreats from between the rollers 523.

A guide member 530 extending longer than the first clamp means 504 and the second clamp means 505 is fixed to the upper end of the mud upper arm 501. gradually expand according to
Guide portion 53 that receives the toe angle adjustment rod 601
0a is formed.

No. 1 of L for this T-arm 501. The second swing arms 502 and 503 are held by the guide member 530 and +
7iJ between the first gripping member 506 and the guide member 5
30 and the second gripping member 521 (see FIG. 21). That is, the first swing arm 5
A groove 502a that is concave toward the upper end of the first swing arm 502 is formed between the main arm 501 and its gripping member 506, and the other holding plate 531 is bolted to the main arm 501 to hold the holding member 506. The lower end 531a of the plate 531 is connected to the groove 50.
2a. The contact surface between the lower end 531a of this holding plate 531 and the groove 502a is
[Repeat] It is an arcuate surface centered on the axis of each adjustment rod 701, and the first swing arm 502 can rotate relative to the main arm 501 by the arcuate surface. Similarly, a groove 5038 is formed in the second swing arm 503, and the lower end 532a of the holding plate 532 is formed in the groove 5038.
03a, and the contact surface between the lower end 532a of the holding plate 532 and the groove 503a is connected to the lock nut 6.
02 (toe angle adjustment rod 601) is a circular arc surface centered on the axis of the toe angle adjustment rod 601.

And the main arm is 50! As shown in FIG. 19, a first bracket 535 is provided on the lower end of the lower end, and a second bracket 536 is provided on the other side. As shown in the figure, the second bracket 536 includes:
A third cylinder 537 is swingably attached, and the tip of a piston rod 537a of the third cylinder 537 is rotatably connected to the lower end of the second swing arm 503. In addition, FIG. 19 shows the toe angle adjusting device 4.
This is a side view seen from the second clamping means 505 side. Relationship-1-1 The third cylinder 537 is shown in a 1-1 position, but the same applies to the first bracket 535. A cylinder 538 (see FIG. 20) is swingably attached to the cylinder 538, and the tip of its piston port is rotatably connected to the lower end of the first swing arm 502. As a result, the first swing arm 502 swings about the axis of the toe angle adjustment rod 601 due to the extension or contraction of the fourth cylinder 538, and the toe angle adjustment rod 601 is rotated.

Further, as the third cylinder 537 expands or shortens, the second swing arm 503 swings about the axis of the lock nut 602, causing the lock nut 602 to rotate.

Further, the fourth cylinder 538, that is, the cylinder that drives the toe angle adjusting rod 601 and the swinging arm 502, is provided with a cylinder speed changing means 540 for switching its operating speed between high and low speed (see FIG. 20). ), this cylinder speed changing means 540 is controlled by the control unit 1j
It is controlled by signals from

The main arm 501 is also attached to a slide table 550 serving as its base so that it can move back and forth (up and down). That is, the slide table 550 extends vertically, and a guide rail 5 extending back and forth is provided on the top surface of the slide table 550.
51 is installed, and the main arm 501 is guided by this guide rail 551 and can move. and,
A fifth cylinder 552 is fixed to the lower end of the slide table 550, and the tip of the piston rod 552a of the fifth cylinder 552 (common cylinder) is connected to the rear end (lower end) of the main arm 501. The main arm 501 is extended or shortened by the extension of the fifth cylinder 552.
is moved up and down, and when the fifth cylinder 552 is extended (the state shown in FIG. 19), the main arm 501 takes the operating position, and conversely, when the fifth cylinder 552 is shortened, the main arm 501 takes the operating position. It's about to take a non-operating position. In addition, this fifth cylinder 552 and the main arm 50
1, there is a displacement absorption mechanism 555, which will be described in detail below.
is provided.

As shown in FIG. 23, the displacement absorbing mechanism 555 has a casing 556 fixed to the end face of the main arm 501, and the casing 556 has a cylindrical shape that extends upward and downward. A through hole 556a is provided, and the through hole 55
5. The tip of the piston rod 552a (fifth cylinder 552) enters the casing 556 through 6a. A flange portion 552 is provided at the intrusion end of the piston rod 552a.
b force, and this collar portion 552b and the casing 55
A compression spring 557 is interposed between the inner surface of the earth wall 6 and the inner surface of the earth wall. As a result, even if the toe angle adjusting rod 601 deviates vertically from the predetermined position 1d when the main arm 501 assumes the operating position, the deviation is absorbed by the toe deviation absorption mechanism 555. Become. The causes of the above-mentioned deviation of the toe angle adjustment rod 601 include the air pressure of the wheels 2;
There are differences in tire size, etc. Therefore, due to variations in the air pressure of the wheels 2, etc., the toe angle adjustment port/sod 601
Even if the first clamping means 5 is vertically displaced, the first clamping means 5
04. The toe angle adjusting rod 601 or the locking nut 602 can be reliably clamped by the second clamping means 505.

Further, 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 installed on the base 570, and the slide table 550 is guided by this second guide rail 571 and is movable. And slide table 5
50 is a sixth cylinder 572 disposed on a base 570
lateral movement of the slide table 550 by extension or contraction of the sixth cylinder 572;
In other words, when the toe angle adjusting rod 601 is moved in the extending direction and the sixth cylinder 572 is extended, the slide table 550 is displaced outward in the vehicle width direction and the second clamping means 505 clamps the lock nut 602. Operation 4i:n is taken, and when the sixth cylinder 572 is shortened, the slide table 550 is displaced inward in the mold width direction and the second clamping means 505 is closed.
- The standby position is located to the side of the client 602. Further, a pressing mechanism 580, which will be described in detail below, is provided at the connecting portion between the sixth cylinder 572 and the slide table 550, so that even though the sixth cylinder 572 is extended, the second clamping means 505 is caught in the lock nut 602 and cannot be properly gripped.

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
An upright plate 573 is provided at the inner end in the extending direction of the 1-angle adjustment rod 601, that is, at the inner end in the cfj width direction, and the sixth cylinder 572 is fixed to the upright Cj plate 573. has been done. The piston rod 572a of this sixth cylinder 572 stands up on two legs! Through hole 57 of ji573
3a and extends outward in the vehicle width direction. On the other hand, the slide table 550 has a second riser on its side.
A γ plate 550a is provided, and this second standing plate 550a
A second through hole 550b is provided in the. The tip of the piston rod 572a of the sixth cylinder 572 is inserted into the second through hole 550b, and the insertion end of the piston rod 572a is provided with a flange 572b. has the function of a stopper for receiving the second upright plate 550a, and the piston rod 572a is provided with an enlarged diameter portion 572C at its intermediate portion, and this enlarged diameter portion 572c and the second Between the raising board 550a of I! A compression spring 581 is provided.

With this structure of the suppressing mechanism 580, when the piston rod 5728 of the sixth cylinder 572 is extended and the slide table 550 is moved to the operating position, the gripping member 521 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 stage of the first clamp 504) cannot be moved to a predetermined operating position because it does not fit properly into the
The compression spring 58] biases the second clamp means 505 toward its gripping position via the slide table 550. This problem is caused by the fact that the slide table 550 moves from the toe angle adjusting rod 601 side toward the lock nut 602 side when taking the first operating position. Then, the second clamping means 505 (second swing arm 5
03) makes it possible to grip the lock nut 602 by swinging it (ensuring movement to the gripping position)
.

Toe f: J, Adjustable ・、26-～37 To give an overview of the toe angle adjustment, adjust the toe angle first on the rear wheel 2R side, and then adjust the toe angle at 11? The toe angle of the i-wheel 21 is to be adjusted. The toe angle adjustment of the rear wheel 2R is performed using the reference line B-L of the toe angle adjustment device 4 (see Figures 18 and 26).
It is done on the basis of. In other words, the toe angle of the rear wheel 2R is adjusted while ignoring the center line of the heavy body 1 extending in the longitudinal direction. The toe angle adjustment of the other +iiJ wheel 2F is performed using the virtual straight line l・1 of the composite angle determined by the rear wheel 2R.
．． r (see Figure 26) as a reference. The composite angle of the rear wheel 2R will be described later.

If the handle 8 is in the turned position, the toe angle of the front wheel 2F is adjusted without correcting the handle 8 to the neutral position, with the handle 8 still in the turned position. . That is, the influence of the steering angles θFR' and θFL' of the front wheels corresponding to the turning angle δ of the steering wheel 8 is removed from the tire angle measurement value of the front wheels 2F based on the reference line BL of the toe angle adjustment device 4. , After determining the neutral position of the front wheel 2F, that is, the position when the handlebar 8 is in the neutral position, from this neutral position and the synthetic angle virtual straight line ■Lr of the rear wheel 2R, that is, the synthetic angle virtual straight line l The toe angle adjustment amount of the front wheel 2F is determined based on -Lr.

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

Right M tire angle θR + left rear tire angle θya rear wheel composite angle = □ In the L expression, the tire angle θRR of the right rear wheel 2RR and the tire angle θRL of the left rear wheel 211L are either one , and the other is 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 detecting means 9, a main body 900 thereof is provided with a pair of arms 901 extending left and right, and the inner end of the right arm 901a and the inner end of the left arm 901b are engaged with each other. A gear 902 is integrally provided, and the gear 902 is rotatably supported by the main body 900, so that both arms 90-1 can swing at equal angles about their inner ends. And each arm 9
A bottle 903 is installed at the outer end of 01, and this bottle 90
3 is adapted to be engaged with a stem portion 8a of the handle 8. Further, a tension spring 904 is installed between the main body 900 and the arm b 901, and the rocking of the arm 901 is restricted by a pin 905 fixed to the arm 901 and a guide portion 906 provided to the main body 900. It is now possible to do this through collaboration. The main body 900 is provided with an angle sensor 910 and a holding pin 911 that is locked to the wheel portion 8b of the handle 8 on a vertical line passing through the intersection of both arms 901. F
-+i Through cooperation with the bin 903 of the own arm 901,
The turning angle detection means 9 is attached to the handle 8.

+if The angle sensor 910 uses a magnetoresistive element f 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 detected 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.

Main Routine After initializing the toe 29 (Sl), first in step S2 (hereinafter abbreviated as rSJ for step numbers), the type of small wheel entering the toe angle adjustment station S is determined. Here, to distinguish between small wheels, small wheels with power steering and 11i without power steering.
Identification with the car is also done. Then, this station S (depending on the 1V type entering this station, the rear wheel turntable 30311 and the rear wheel toe angle measuring device 4R are appropriately moved in the longitudinal direction of the vehicle body, +ii J wheel turn table 303 F and]) The interval between the 11-wheel toe angle measuring device 417 is adjusted to the interval according to the vehicle type (S3).

Then, the small wheel enters the station S, and after waiting for the small wheel to stop moving 1-, 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 (Aa+,
r3b+), the tire angle θ of each wheel 2 is calculated (S9).

Then, after finding the composite angle of rear wheel 2R using SlO, the 37th
From the table shown in the figure, set the steering angles θFR' and θFL' of the +ii wheels 2F corresponding to the turning angle δ of the steering wheel 8, and set the tire angle θ of the front wheels 2F using the front wheel steering angles θFR' and θFL'. Correctly correct the tire angle θ to remove the influence of the front wheel turning angles θFR'' and θFL'), and calculate the composite angle of the front wheels 2F based on the corrected tire angle θ (Sll, 512).

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

Note that the right front tire angle θFR and the left front tire angle θFL are expressed by one of them being a 10 sign and the other being a 1 sign.

In the next S13, the toe angles of the front wheel 2F and the rear wheel 2R are determined. Here, the toe angle of the front wheel 217 is
Based on the virtual straight line I-1, r (see Fig. 25) of the composite angle of R, the tire angle is calculated by removing the influence of the steering angle o, θFR' of the front wheel 2F with respect to the virtual straight line I, [, r. The toe angle of the front wheel 2F and the toe angle of the rear wheel 2R are displayed on the display (S14). Here, the toe angle of the rear wheel 2R is defined as the inclination angle of the rear wheel 2R with reference to the reference lines B and L, that is, the tire angle 0.

Then, in S15, the deviation angle a (offset amount) of the composite angle of the front wheel 2F (virtual straight line I - L f of the composite angle) with respect to the composite angle of the rear wheel 2R (virtual straight line I - Ir of the composite angle) is calculated. After (see Figure 27), the toe angle of each wheel 2 is converted to toe-in (316), and these values are displayed on the display together with the reference value (see Figure 35) for visual confirmation by the operator. (S17).

In the next step Sl8, whether or not toe angle adjustment is necessary is determined by determining whether the toe-in (1) and the offset amount α are within the range of set reference values (see FIG. 353). When the toe-in amount and offset amount a of each wheel 2 are all within the range of the base ridge value, it is assumed that toe angle adjustment is not necessary, and the wheel is exited from station S (S
19) On the other hand, when at least one of the toe-in level and the offset M is out of the reference value range, it is determined that 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. (S21).

Torch - Zero point alignment rule of device 4 L2-0 to Figure 35) MIF of toe angle measuring device 4 Two displacement measuring devices 410 arranged in the rear direction, that is, displacement measuring device 410 located in front of it across support shaft 406 The first measured value A a + of the front displacement measuring device 410a is predetermined in the measuring device 410a (indicated by sensor A in the flowchart) and the displacement measuring device 410b located at the rear (indicated as sensor B in the flowchart). is replaced with the value Δ0, and the first measured value Bb+ of the rear displacement measuring device 41Ob is replaced with a predetermined value Be.
By replacing each displacement measuring device 410a, 41
Zero point adjustment of Ob is performed (S22). Then, in the next step 323, flag I is set. Here,
Flag I=1 means that the zero point adjustment of each displacement measuring device 41Oa, 41Ob has been completed.

(The following is a blank space) Maintenance routine (i30゛) Refer to Figure 34 + ii Adjust the toe angle of the rear wheel 2R before adjusting the toe angle of the 7th wheel 2F - H. First, in S30, check that the toe angle of the rear wheel 2R is appropriate. It is determined whether or not this is the case, and if it is necessary to adjust the toe angle of the rear wheel 2R, the process proceeds to steps after S31.

To adjust the toe angle of the rear wheel 2R, first, the toe angle adjustment device 5R is set to the operating position (S3+, 5
32). Here, in order to set the first clamping means 504 and the second clamping means 505 to the operating position and the gripping position, first, the fifth cylinder 552 is extended, and the main arm 5
01 is moved to the operating position. At this time, both the first clamping means 504 and the second clamping means 505 are placed in an open state. Moreover, the slide fold 550 is placed in the standby position (the sixth cylinder 572 is in the shortened state). Next, the first clamping means 504 and the second clamping means 505 are subjected to a closing operation of their gripping members 506, 521 (retracting and retracting movement of the wedge members 509, 524) until the first clamping means 504 and the second clamping means 505 are in a state where they are slightly loose. . Thereafter, the sixth cylinder 572 is extended, and the slide table 550 is moved to the operating position. At this time, at the stage when the extension of the sixth cylinder 572 is completed, the third cylinder 537 indicated in 1- is partially extended, and the second arm 50
3 oscillations are made. By this 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 lock nut 602, and the second clamping means 505 and the first clamping means 504 and The setting of the second clamping means 505 is completed (S32).

Next, the [1 standard value required for toe angle adjustment is based on the standard value of the corresponding intermediate class from the +jii standard value table shown in Figure 36, and its -1 second limit value and lower limit value. The average of
-4 standard adjustment value is set (S33).

If this is expressed as a formula, it is as shown in F.

Standard lower limit value + Standard high limit value [1 standard adjustment value = □ The following 334 to 336 take other embodiments of the present invention into consideration. That is, when the toe angle adjustment mechanism 6 is provided only for the - wheel among the right rear wheel 2 RR and the left rear wheel 2 RL, the process proceeds to S35. In this embodiment, since the toe angle adjustment mechanism 6 is provided for both the left and right rear wheels 2R, the process advances to S36 to calculate the required toe angle adjustment j, j (target adjustment M) for each rear wheel 2R. will be done. The calculation of this [ ] standard adjustment l is performed using the deviation of the current tire angle from the above [1 standard adjustment value]. Then, this target adjustment is replaced with the required rotation angle of the toe angle adjustment rod 701 of 1A from the relationship with the thread pitch of the toe angle adjustment rod 701 (S37.838), and based on the required rotation angle of the toe angle adjustment rod 601. Then, the number of strokes of the second swing arm 502 is calculated (S39). That is, it is the rotation angle of the toe angle adjustment lot when the stroke t of the first swing arm 502 is reached.

■When a remainder appears in calculating the stroke number tit of the first swing arm 502 based on the -9 notation (S4
0), No. 0! In addition to the toe angle adjustment by the full stroke of the swing arm 502, fine adjustment is necessary, so the flag L is set in the next step 341. Here, the flag F+=1 means that fine adjustment of the toe angle is necessary.

In actual toe angle adjustment, first, the first swing arm 50
The initial setting of the fourth cylinder 538 for rocking the cylinder 2 is performed (S42.43). That is, depending on the rotation direction of the toe angle adjustment rod [5o1], the fourth cylinder 538 is shortened or extended to the stroke end, and then the first
The toe angle adjusting rod 601 is clamped by the clamping means 504. Next, in S44, the flag Fs is determined. Flag F here! As will be described later, indicates whether or not toe angle readjustment is necessary. At the initial stage, the flag F:l = O, so 34
Proceeding to step 5, the lock nut 702 is locked by the second club f'-eso5. That is, S4
In step 5, the lock nut 702 is clamped and unlocked by the second clamped stage 505. As a result, the rotation of the toe angle adjustment rod 701 is enabled. On the other hand, when the result of S44 is "r YES", the process moves to S46 and the flag position is reset.

Then, in the next step S47, whether or not a full stroke of the first t: moving arm 502 is necessary is determined based on whether or not the number of strokes is 1 or more, and the calculation result of the number of strokes is determined. is 1 to 7, the toe angle adjustment rod 601 is rotated by the full stroke operation of the fourth cylinder 538 at 548: FIG. 34 shows details of the full stroke operation control of the fourth cylinder 538. First, the cylinder speed changing means 540
After changing to the high-speed mode, the fourth cylinder 538 is fully stroked (S49), and then the clamping of the toe angle adjusting rod 7°1 by the first clamping means 504 is released (S50). Thereafter, the fourth cylinder 538 is reset (S51), and the toe angle adjusting rod 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 (356), and upon completion of each full stroke operation, an abnormality in the toe angle measuring device rF14 is detected (S55). This abnormality detection will be explained in detail later for convenience of explanation (Figure 35).
.

In toe angle adjustment, if further fine adjustment is required, S57
, S58, and after resetting the flag F, fine adjustment of the toe angle adjustment is performed. The fine adjustment of the toe angle is performed by setting the cylinder speed changing means 540 (see FIG. 20) to a low speed mode, and then measuring the adjusted tire angle θ' while adjusting the toe-in amount until it reaches the target adjustment value. This is done by slowly actuating the cylinder 538 of 4 (
S59 to 562). After this fine adjustment of the toe angle is completed, the lock nut 70 is tightened by the second crank 211 stage 505.
After locking the toe angle adjusting device 5, the toe angle adjusting device 5 is reset to the non-operating position (S63 to 565).

On the other hand, in the toe angle adjustment, when full stroke operation is not required, the process moves from S47 to 386, and the adjustment is performed using the same method as the above-mentioned toe angle fine adjustment, while also detecting an abnormality in the toe angle measuring device 4 (S67). The toe angle is finely adjusted while slowly operating the fourth cylinder 538 while observing the tire angle θ'.

Also, when fine adjustment of the toe angle is not required, S57
After proceeding to 368 and determining whether or not the toe angle adjustment is appropriate (S68 to 570), if it is inappropriate, proceed to S7.
After the flag F is set in step 1, the process moves to S34, where the toe angle adjustment is performed. Here, the flag Fz=x means that the toe angle is to be adjusted again.

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

The toe angle adjustment for the 1γ1 wheel 2F is performed through each step after S80, but since the operation of the toe angle adjustment device 4 is basically the same as that for the rear wheel 2R, The detailed explanation will be omitted, but the front wheel 2F
I would like to add an explanation to the characteristics of the toe angle adjustment.

When adjusting the toe angle of the front wheel 2F, do you adjust the toe angle of the rear wheel 2 after adjustment? This is performed based on the virtual straight line l-L, r obtained from the composite angle of (S82 to 886).

In addition, in adjusting the toe angle of the front wheel 2F, the full stroke operation of the m1 wheel side toe angle adjustment rod rotation cylinder 538 seen in S97 is the same as in the case of the rear wheel 2R. After that, the steps are performed in the order shown in FIG.

After setting the toe angle of the front wheel 2F as the target adjustment value as described below, adjust the toe angle of the front wheel 2F based on the adjusted toe angle of the front wheel 2F (reference line 1 L r reference for the composite angle of the rear wheel 2F). A composite angle is determined, and an offset amount α from the composite angle of the rear wheel 2R is calculated (S+06).

If the offset value α is outside the range of the predetermined offset value a shown in FIG. 36, it is determined that the adjustment is defective, and the process proceeds from S+07 to Sl 15.5116, whereupon a display to that effect is displayed.

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

That is, the change Δθ in the tire angle based on the toe angle adjustment is detected by the two displacement measuring devices 410 disposed in the longitudinal direction of the vehicle body, that is, 410a (sensor A) and 41Ob (sensor B). These displacement measuring devices 41
0a and 410b are equally spaced from the support shaft 406 (
S/2), the - displacement measuring device 4
Displacement detection amount (Δn-AD) of 10a and other displacement measuring instruments 4
The absolute value of the displacement detection 1t(Bn Be) of the displacement measuring device 10b should be the same, and if the absolute values are different, it can be inferred that at least one of the displacement measuring devices 410 is operating abnormally. Next, the probability of this abnormal operation occurring is greater when the detection rod 410d of the displacement measuring device 410 is displaced in the extension direction than when it is displaced in the contraction direction. In other words, since the detection rod 410d of the displacement measurement 2g 410 is configured to expand by the biasing force of the compression spring 410e, there is a high possibility that a return error will occur. Therefore, when an abnormality is detected in the displacement measuring device 410, the displacement measuring device 410 that is shortened as the toe angle is adjusted
The toe angle adjustment angle θ' is determined based on the detected value of 0.

The following is a detailed explanation based on the flowchart shown in FIG. 35, assuming the following.

First, detection lot 4 is detected sequentially from An, 13 n.
! It is determined whether the displacement measuring instruments 410 Fl and 410b are normal or abnormal depending on whether the sum of the displacement amount (AnAo) of Od and (Bn-13°) is within the allowable error (C) range (SI21). . Here, for Δn and Bn, the 10 sign is used for changes on the inner side of the tread.

If it is abnormal, proceed to 5I22 and A.
Toe angle adjustment tire angle θ is based only on the measurement result of the direction of change of n and 13n in the shortening direction of displacement measuring device 4!0.
' is calculated (S123 to 5126), and the adjusted tire angle θ' is displayed and an abnormality of the displacement measuring device 410 on the extension side is displayed (SI27 to 5130).

Of course, when the measurement results show that both displacement measuring devices 410 are extended, both 410 are determined to be abnormal, and a message to that effect is displayed (S13+), and then the operation of the measuring device 4 is stopped +Lt (S132). ).

Furthermore, when it is determined in 5I21 that the tire is normal, the adjusted tire angle θ' is calculated based on the measurement results of both displacement measuring devices 410a and 410b (SI33), and the adjusted tire angle θ' is displayed (SI33). SI34).

'・Model example (Fig. 30 835) Rear wheel 2 [(For the toe angle adjustment mechanism 6, right rear wheel 2R
The toe angle adjustment mechanism 6 may be provided only on either the R or left rear wheel 2RL.

In this case, in the flowchart shown in FIG.
The process proceeds from 34 to 335, where Ell sub-adjustment 1 based on the -wheel is calculated, and the process proceeds to S37.

According to this modification, the toe angle of the front wheel 2F is adjusted based on the rear wheel composite angle, so that the straight direction of the heavy vehicle is adjusted based on the rear wheel composite angle.
The virtual straight line 1-1-, r is the composite angle of . Therefore, 1iiJ rearward vehicle centerline and 1V
, although the directions of both straight lines do not necessarily match, this does not cause any problem in actual driving. Therefore, the number of installed toe angle adjusting devices 5 can be reduced by one compared to a device in which the toe angles of both the left and right rear wheels 2R are adjusted.

(Effects of the Invention) As is clear from the above description, according to the present invention, when automating toe angle adjustment, it is possible to achieve both speed and accuracy of adjustment. .

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of the present invention, Fig. 2 is a top view of the toe angle adjustment station, Fig. 3 is a schematic IF view of the toe angle adjustment station, and Fig. 4 is a toe angle adjustment mechanism attached. Figure 5 is a partial cross-sectional view showing an enlarged toe angle adjustment mechanism; Figure 6 is a cross-sectional view taken along ■-Vl in Figure 2; Figure 7 is a full-float turntable. and a F side view of the toe angle measuring device attached thereto, and FIG. 8 is a sectional view taken along ■-■ in FIG. 7. FIG. 9 is a sectional view taken along line IX-[X in FIG. Fig. 10 is a partial vertical sectional view of the turntable, Fig. 11 is a side view of the turntable, Fig. 12 is a plan view of the guide device that guides the small wheel to the turntable, and Fig. 13 shows the small wheel guided to the toe angle adjustment station. X1rl-X in Figure 2 shows a lifter that lifts a heavy load.
Fig. 14 is a schematic diagram of the layout of the toe angle measuring device installed in the toe angle adjustment station, Fig. 15 is a sectional view of the toe angle measuring device, and Fig. 16 shows the main parts of the toe angle measuring device. FIG. Figure 17 is a front view of the toe angle measuring device, Figure 18 is an enlarged 1-meter cross-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 Figure 19 is the toe angle adjusting device. 20 is a side view of the toe angle adjustment device as seen from 1-, FIG. 21 is a cross-sectional view XXI-XXI not shown in FIG.
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 lower stage of the clamp 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 of toe angle adjustment in the embodiment; FIG. 27 is 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 of +'r:I, and FIGS. 29 to 35 are examples of toe angle adjustment l control. FIG. 36 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. 4 Angle measuring device 5 Angle adjusting device 501 (902): First swing arm (for toe angle adjustment rod) 504 (901): First clamp lower stage (for toe angle adjustment rod) 538 (90 3): Fourth cylinder (for toe angle adjustment rod) Patent applicant Mazda Corporation Figure 1 Figure 3? / 121st Lieutenant 35b Figure 16 Figure 84

Claims (1)

[Claims] (1) Rotate the toe angle adjustment rod around its axis,
An automatic toe angle adjustment device for a vehicle equipped with a toe angle adjustment mechanism for adjusting the toe angle of the vehicle, comprising: a swinging arm provided with a rod clamping means for clamping the toe angle adjustment rod; and the swinging arm. , a cylinder that swings about the axis of the toe angle adjusting rod; a cylinder speed changing device that switches the operating speed of the cylinder between high and low speeds; and a toe angle measuring device that measures the toe angle of the vehicle. adjustment amount calculation means for calculating the required number of swings of the swing arm based on the toe angle measurement value and the set toe angle value by the toe angle measurement means; and the necessary swing number calculated by the adjustment amount calculation means. A toe angle of a vehicle characterized in that the toe angle of the vehicle is characterized in that the toe angle of the vehicle is characterized by comprising: a cylinder speed control means that operates the cylinder at high speed for the number of times due to a full stroke of the swinging arm, and operates the cylinder at low speed for the remainder of the number of times. Automatic adjustment device.