JPH03100429A - Lateral force measuring device - Google Patents

Abstract

PURPOSE:To quantitatively measure the lateral force by fixing a car body and detecting the force in the axial direction of a roller rotating together with a wheel. CONSTITUTION:The device is provided with a position fixing means M2 of a car body M1, a roller M4 for receiving or giving the torque and rotating together due to a fact that a wheel M3 provided on the car body M1 is grounded, and a lateral force detecting means M5 for detecting the force in the axial direction generated in the roller M4. In this state, since the car body M1 is fixed, lateral force by which the wheel M3 works on the ground surface appears strongly on the roller M4 side. Accordingly, by detecting the force in the axial direction generated in the roller M4 by the lateral force detecting means M5, a quantitative lateral force value can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a lateral force measuring device that detects axial force (lateral force) generated on a ground surface when rotating a wheel of an automobile or the like.

[Prior Art] In adjusting the steering wheel position in an automobile, checking the accuracy of wheel attachment, etc., it is necessary to detect the lateral force with the wheels actually attached to the vehicle.

For example, a device has already been proposed that adjusts the steering off-center by actually driving the vehicle and observing the state of lateral force at that time (Utility Model Application No. 59-1
No. 2039). The measurement was carried out as follows: First, the front wheels of the vehicle were placed on a belt stretched between two rollers, and the rear wheels were placed separately in order to transmit the engine's driving force to the belt. Place it on two rollers. The worker gets into the vehicle, starts the engine, and uses the driving force of the rear wheels to move the belt on which the front wheels are placed.

At this time, the steering wheel is rotated so that the vehicle does not swing left or right, that is, the lateral forces are balanced. The operator regards this balanced rotational position as a position where the steering off-center amount is "0".
Correct the rotational position of the steering wheel relative to the steering shaft.

[Problem to be solved by the invention] However, with this device (t), the lateral force is not determined by directly measuring it, but the state of the lateral force simply depends on the sensory judgment of the operator. Therefore, since accurate quantitative detection of lateral force is not possible, errors in judgment may occur between workers, and errors in judgment may occur depending on the physical condition of the workers, resulting in inconsistent quality. A measuring device capable of quantitatively detecting lateral force in a vehicle has been desired, and an object of the present invention is to provide a lateral force measuring device capable of quantitatively detecting lateral force in an actual vehicle.

[Means for Solving the Problems] The lateral force measuring device of the present invention has been made to achieve the above object (as illustrated in FIG. A roller M4 receives or applies rotational force when the wheel M3 touches the ground and rotates together with the wheel M3.
and lateral force detection means M5 for detecting the axial force generated in the roller M4.

[Function] Since the vehicle body M is fixed, the lateral force exerted by the wheel M3 on the ground surface is strongly exerted on the loaf M4 side.

Therefore, by detecting the axial force generated on the roller M4 by the lateral force detection means M5, a quantitative lateral force value can be obtained.

[Example] Next, a preferred example of the present invention will be described in detail based on the drawings. FIG. 2 shows a steering off-center correction support device incorporating a lateral force measuring section according to an embodiment of the present invention, and particularly shows the overall configuration of the measuring section 1 of the device. Fig. 2 (A) shows a right side view, and Fig. 2 (B) shows a front view. Note that for the sake of clarity, some configurations are omitted from either (A) or (B), so not all configurations are commonly shown in (A) and (B).

Incidentally, a vehicle body B flowing along a line L is placed on the measuring part 1 together with a hanger H.

In addition, the signal shown in Figure 3 (upper measuring section) is processed and the calculation result (
2 is a block diagram of a calculation unit 3 that obtains the value of the steering off-center angle) and further outputs a drive signal. That is, the steering off-center correction support device is composed of the measuring section 1 and the calculating section 3.

Measuring part 11 mainly consists of two body gripping parts 5°7.4
lateral force measurement units 9, 11, and 13 (however, the lateral force measurement unit for the right rear wheel is not shown in the figure, but the configuration is the same as the lateral force measurement unit 11 for the left rear wheel), and the steering off It is composed of a center angle measuring section 15.

Since both the vehicle body gripping parts 5 and 7 have the same configuration, common numbers will be given to their configurations, and the vehicle body gripping part 5 will be explained as a representative. The main structure of the vehicle body gripping section 5 is a vehicle body gripping mechanism formed by a hydraulic cylinder provided on a fixed base 21. A first hydraulic cylinder 23 and two parallel rails 25 are provided on the fixed base 21 . This first hydraulic cylinder 2
The rod 23a of No. 3 is coupled to a sliding table 27 on the rail 25, and the sliding table 27 can be moved in a direction perpendicular to the moving direction of the line L. The rod 29a of the second hydraulic cylinder 29 is connected to the third hydraulic cylinder 3] on the sliding table 27 (above the second hydraulic cylinder 29 is fixed), and the third hydraulic cylinder 31 is moved parallel to the moving direction of the line L. The third hydraulic cylinder 31 has a gripping claw 31a, and its rod 31b has another gripping claw 31c.The gripping claws 31a and 31c are also used as guides. The rods 31d are also connected so that they can move in parallel.

Therefore, when the vehicle arrives at the measurement section], first the vehicle body B
The gripping position is determined by the stroke amount of the second hydraulic cylinder 29. Next, the sliding table 27 is moved by the first hydraulic cylinder 23.
is moved toward the vehicle body B to bring the gripping claw portion 31a into contact with the lower surface of the vehicle body B.

Finally, the gripping claw 31C is lowered using the third hydraulic cylinder 31 to grip the reinforcing plate portion of the floor of the vehicle body B with the two gripping claws 31a and 31c, and the position of the vehicle body B is adjusted relative to the measurement unit 1. to secure it completely. When opening the vehicle body B, this operation is performed in reverse.

Next, the lateral force measurement units 9 to 13 will be explained. Since the lateral force measurement units 9 to 3 have substantially the same configuration, common numbers are given to their configurations, and the lateral force measurement unit 9 on the left front wheel circumference will be described as a representative.

Lateral force measurement section 91 mainly consists of a vertical position adjustment section 41, a rotating roller section 43, and a roller drive section 45.

The vertical position adjustment section 41 is configured as a scissor lift.Two intersecting arms 41b are provided under the movable platform section 41a.
The vertical position of the movable base part 41a can be adjusted by vertically adjusting the swing shaft 41c connecting the movable base part 41a with the hydraulic cylinder 41d. Rotating roller part 431 This movable base part 41
The support stand 43a provided on the support stand 43a and the support stand 43a provided on the support stand 43a.
It is composed of two load cells 43b and 43c, two bearings 43d, and a running roller 43e. Incidentally, the circumferential surface of the running roller 43e is subjected to shot peening treatment in order to achieve a friction coefficient similar to that of a general road surface.

Two bearings 43d that support the rotating shaft 43f of the traveling roller 43e are each supported on the pressure receiving surface of the tenth docel 43h. This bearing 43d and the 10th docel 43bL
t. It is only placed on the support stand 43a and is not fixed. However, movement in a direction perpendicular to the axial direction of the rotating shaft 43f is prohibited by the regulating member 43g. Further, movement of the rotating shaft 43f in the axial direction is prohibited by the pressure receiving surface of the 20th docel 43C. Also, the rotation axis 4
An encoder 43h for detecting rotational speed is provided at the end of 3f.

Because of this configuration, each of the two 10th docels 43b shares the weight of the bearing 43d and the running roller 43e with the weight of the vehicle placed on the running roller 43e (when the vehicle is running, it measures the weight of the vehicle on the radial axis). Force can also be measured). Further, the 20th docel 43c can measure lateral force when the vehicle is running.

Roller drive unit 45 +, 1. ．． The drive motor 45a is equipped with a drive motor 45a and a clutch mechanism 45b, and the drive motor 45a connects a belt 4 to a clutch input shaft 45d supported by a bearing plate 45c.
By transmitting the rotational force via 5e, the running roller 43e can be rotated via the clutch mechanism 45b.

Further, a slide mechanism 50 is added to the rear wheel side lateral force measuring section 11 so that the distance between it and the front wheel side lateral force measuring section 9.13 can be adjusted according to the wheel base of each vehicle type.

This slide mechanism 50 includes a drive motor 51 and a screw shaft 55 that is rotated by this motor 51 via a belt 53.
and a nut 57 that is attached to the side of the support base 43a so as to be able to slide up and down without separating from the rail 45f that hangs down.
It consists of

The steering off center angle measuring section 15 has a level function and is arranged on the steering wheel SW so as to output a signal indicating horizontality when the steering wheel SW is in the straight-ahead position.

The measuring section 1 can perform the following operations due to the above-described configuration. First, the vehicle is moved to the measuring section 1 by a fixed pitch withdrawal along the line.
When reaching the top, the center of the front wheel WF and the center of the front wheel-side running roller 43e coincide in the front-rear direction. Then, the slide mechanism 50 moves the front and rear lateral force measurement parts 9 to 1.
The distance between the front and rear running rollers 43e is adjusted to match the wheel base. Next, the vertical position adjustment section 41 raises the running rollers 43e, and the outer circumferential surfaces of the four running rollers 43e and the front and rear wheels WF.

The tread portions of the WR can be accurately brought into contact with each other. Since the contact pressure can be detected by each of the two load cells 43b, it can be adjusted to any pressure suitable for the actual vehicle.

For such a measuring section, a calculation section 3 that obtains and processes the detected data has a configuration as shown in FIG.

The calculation unit 3 is configured as a computer, mainly CPU3
It consists of a, ROM3b% RAM3c, l/F (interface) 3d, 3e, and 3f. l/FSdl& The steering off center angle measuring section 15, p-dossel 43b.

43c, an encoder 43h, and a position sensor 60 for detecting the movement position of the slide mechanism 50, etc., and an instruction signal from the keyboard 3g.

I/F 3 e l; J Rotation speed control signal of drive motor 45a of roller drive unit 45, slide mechanism 5
0 drive motor 51, a drive control signal for the hydraulic switching valve 6 for each hydraulic cylinder 23 to 41d, a drive control signal for the electromagnetic solenoid 62 for connecting/disconnecting the clutch 45b of the roller drive unit 45, and a drive control signal for the CRT 3h. It outputs 8 control signals and control signals for the printer 3. l/F3fLt
, is connected to the LAN signal line. Information such as the type of vehicle to be measured is obtained from the host computer on line L.

Although not shown, this 4'L also includes an auxiliary storage device such as a disk device. The calculation unit 3 does not need to be a single computer, and may be configured into two parts: a measurement system and a drive control system.

[Next] Mi The processing executed by the arithmetic unit 3 will be explained based on the flowchart of FIG. 4.

When the program starts and processing begins, it is first determined whether a vehicle has entered (step 110).
). This determination can be made by detecting the approaching hanger H or vehicle body B with a sensor. Alternatively, the arrival of the vehicle may be determined based on a movement signal from the host computer on line L.

When the vehicle arrives, the wheelbase and vehicle weight are then read into the RAM 3c from the host computer on line L via the I/F 3f (step 120).

Next, the oil pressure switching valve 61 is controlled to grip the floor of the vehicle body B by the vehicle body gripping portion 5.7, thereby fixing the vehicle body B (step 130).

Next, drive the motor 51 of the slide mechanism 50 to move the two lateral force measuring sections 11 on the rear wheel side, adjust the distance between them and the two lateral force measuring sections 9 and 13 on the front wheel side, and adjust the distance between the two lateral force measuring sections 11 on the front wheel side. Adapt to the wheelbase (step 140). Furthermore, the hydraulic switching valve 6] is controlled to control the front and rear wheels.
The two traveling rollers 43e are raised. At this time, the output values of the eight load cells 43b on the front and rear wheels are checked, and the load is balanced so as to reproduce the load that each wheel WF, WR actually receives from the vehicle (step 150).Next, the rear wheel W
The drive motor 45a of the R-side roller drive unit 45 rotates the traveling roller 43e at a constant speed (step 160).
. This causes both rear wheels WR that are in contact to rotate at a constant speed. The rotation is monitored by an encoder 43h, and feedback control is performed so that the set speed is achieved.

The lateral force of each rear wheel WR rotating at this constant speed is measured (step 170). This lateral force is assumed to be the larger value of the measured values of each of the two load cells 43C, and its value and direction are stored.

Next, the drive motor 45a of the roller drive unit 45 on the rear wheel side is stopped, and the running roller 43e is stopped (step 18).
0). This also causes both rear wheels WR to stop.

Next, the same processing as that for the rear wheels WR is performed for the front wheels WF (steps 190 to 210), and the lateral force of each front wheel WF is measured and stored.

The resultant force of the lateral forces of both front wheels WF thus measured is calculated to determine the lateral force of the entire front wheels WF. Similarly, the lateral force of the entire rear wheels WR is determined (step 220).

Next, the difference between the lateral force on the front wheel WF side and the lateral force on the rear wheel WR side thus calculated is determined, and its direction and magnitude are displayed on the CRT 3h (step 230).

Direction is indicated as right or left with respect to the vehicle. For example, front wheel WF
Both the side and rear wheels WR have the same amount of lateral force in the right direction (the difference is rQJ).

Next, it is determined whether this difference is within an acceptable range (step 240). Tolerance range and (friend) indicate a state below a certain value,
If it is within this allowable range, it means that the lateral force is almost the same in the same direction and the same magnitude on the front wheel WF side and the rear wheel WR side. This indicates that the direction in which the front wheels WF side are moving is the same as the direction in which the rear wheels WR side is moving.This indicates that the vehicle is simply placed on the measurement unit 1 at an angle. This shows that the vehicle itself is about to go straight without turning.

If the steering wheel SW is not within the allowable range (above), the worker rotates the steering wheel SW so that it is within the allowable range. If the turning work is determined to be completed according to the instructions of the worker who has completed the rotating work (step 250) , step 16
Processing from 0 to 240 is repeated.

In this way, by rotating the steering wheel SW, the difference between the lateral force on the front wheel WF side and the lateral force on the rear wheel WR side is brought within the permissible range.If.

Measurement is performed by the steering off-center angle measuring unit] 5 attached to the steering wheel SW (step 260), and then it is determined whether this value is within an allowable range (step 270). If this is not within the allowable range, that is, if the steering wheel SW is not in the straight-ahead position even though the vehicle is traveling straight,
The operator removes the steering wheel SW from the steering shaft and corrects its angle to the straight-ahead position.

The steering off center angle measuring unit 15 continues to measure until the operator inputs the correction completion (step 285), so that the correction can be made accurately while looking at this measured value. ,, it is determined whether the work has been completed on the current vehicle (step 2
90). If the user wishes to confirm the relationship between the vehicle's traveling direction and the steering off-center angle again, the process of steps 160 to 270 is repeated by giving an instruction. If it is determined in step 270 that the steering off center angle is within the allowable range, each part of the measuring section 1 is returned to its original position (step 300), and the steering off center angle measuring section 15 is removed from the steering wheel SW. It is determined whether or not (step 31
0).

When the worker removes the steering off center angle measuring unit 15 and inputs an input to notify this, a signal for permission to carry out the vehicle is sent to the host computer on the line L side at 8.
(step 320). Thus step 11 again
Return to 0. Thereafter, similar processing and operations are repeated for the vehicles that have been withdrawn.

As described above, in this embodiment, when the vehicle body B is fixed, the wheels WF,
Generates lateral force to WR. This lateral force is measured by a load cell 43C that detects the force in the axial direction of the traveling roller 43e.

Therefore, the lateral force in an actual vehicle can be measured quantitatively. Therefore, using the data, it is possible to always accurately judge whether the vehicle is traveling straight, regardless of sensory perception. Also, car body B
Since it is fixed, there is no risk of the vehicle jumping out from the measurement part 1, and lateral force measurement can be performed safely. Furthermore, by being able to quantitatively measure lateral force and ensuring safety, it will be possible to contribute to full automation of measurement.

Furthermore, since the position of the steering wheel SW in this embodiment (as described above) is corrected under the actual running condition of the vehicle, accurate correction is possible.Furthermore, the vehicle is running on the actual road surface. Instead, the same processing is performed on line L, so that the steering off-center angle can be efficiently corrected.

In the steering off-center correction support device of this embodiment, the attachment and detachment of (upper steering wheel SW rotation, steering off-center correction and steering off-center angle measurement unit) 5 was done by the operator, but it can be automated by using a robot etc. In addition, since it is possible to detect the position of the steering wheel SW by image processing as the steering off center angle measurement unit 15, it is possible to use a CCD or the like to capture the image of the steering wheel SW instead of a spirit level type. Nisure (melon)
The operation of attaching and detaching the steering off center angle measuring section 15 is no longer necessary, and further automation and efficiency can be achieved.

Also, in the measurement processing, the rotation processing of the front wheels WF and rear wheels WR (steps 160 and 190) and the lateral force measurement processing (steps 170 and 200) were executed separately, but the front and rear wheels WF and WR were rotated at the same time. , the lateral force may be measured at the same time.

At the time when an affirmative determination is made in the process of step 240 (Top) The lateral force of the front and rear wheels WF and WR is rQJ, or a value of approximately the same magnitude in the same direction, but the absolute value of this lateral force is "0". Without 1'1 vehicle
This indicates that the measurement unit 1 is placed tilted in a direction opposite to the lateral force direction. Therefore, this steering off-center correction support device also functions as an approach angle measuring device for the measuring section 1.

Furthermore, if the vehicle approach angle can be accurately matched with the rotational direction of the roller 43e of the measuring section 1 (step 240
The value of the lateral force at the time when an affirmative determination is made in the process is the wheel WF with respect to the vehicle body B.

This shows the installation accuracy of the WR. That is, the present steering off-center correction support device also functions as a wheel mounting accuracy measuring device.

[Effects of the Invention] The lateral force is detected by fixing the lateral force measuring device (common vehicle body M) of the present invention and detecting the force in the axial direction of the roller rotating together with the axle M3.

Therefore, the lateral force in an actual vehicle can be measured quantitatively. Therefore, by using the data, it is possible to always accurately judge whether the vehicle is traveling straight or the like without relying on the senses.

[Brief explanation of drawings]

FIG. 1 shows an example of the basic configuration of the present invention. FIG. 2 (A) shows the right side of the measuring section of a steering off-center correction support device as an embodiment. (B) shows the front side of the measurement section. FIG. 4, which is a block diagram of the arithmetic unit of the center correction support device, is a flowchart showing the processing of the arithmetic unit. Fig. 1 Ml, B...Vehicle body M2...Position fixing means M3
．． WF, WR... Axle M4... Roller M5... Lateral force detection means 1... Measuring section 3... Calculating section 5.7...
・Vehicle body gripping part 43c...Load cell 43e...
・Traveling roller

Claims (1)

[Scope of Claims] Means for fixing the position of a vehicle body; a roller that receives or applies rotational force when a wheel provided on the vehicle body comes into contact with the ground and rotates together; and detecting an axial force generated in the roller. A lateral force measuring device comprising: a lateral force detection means;