JPH0465648A - Wheel inspection system - Google Patents

Abstract

PURPOSE:To enable the dynamic and static inspection of respective wheels by providing a coupling means which positions a right and a clamping means at left and right positions symmetrical about a specific common center line at all times. CONSTITUTION:A clamp mechanism 9 is supported slidably on a guide rail laid in a box body 8 and coupled with one end of a pantograph 5f through an arm 7. The other end of this pantograph 5f is coupled with the clamp mechanism 9 of a wheel inspection device 3fr for a right-side front wheel. The clamp mechanisms 9 of the left and right vehicle inspection devices 3fr and 3fl are positioned automatically at the left and right positions symmetrical about the center line CL. Therefore, the left and right wheels Wf are clamped by those clamp mechanism 9 through rollers 11 and 12 and then the geometric center positions of the respective wheels Wf are positioned automatically at the left and right positions symmetrical about the center line CL. Consequently, the necessary tilt angles (e.g. toe angle) of the wheels Wf can be measured in the clamped state.

Description

Detailed Description of the Invention Technical Field The present invention relates to a wheel inspection device for inspecting wheels of vehicles such as automobiles, trucks, trailers, etc., and particularly to a wheel inspection device for inspecting alignment such as wheel inclination. The present invention relates to a wheel inspection system in which a plurality of such wheel inspection devices are arranged in a predetermined arrangement and each wheel of a vehicle can be inspected individually and simultaneously. Further, in detail, the present invention makes it possible to individually and simultaneously inspect the wheels of a three-axle vehicle equipped with a pair of auxiliary wheels adjacent to each other and a wheel having a double wheel or double tire configuration. This invention relates to a wheel inspection device for a three-axle vehicle.

[Warabi]q[4 Conventionally, wheel inspection devices have been used to inspect the alignment or installation state of vehicles such as automobiles, trucks, and trailers. Various conditions are set for wheels attached to a vehicle, and in particular, so-called inclination degrees such as toe angle, camber angle, caster angle, etc. are set in relation to the running performance of the wheels. These degrees of inclination are sometimes inspected as an item of vehicle inspection after the vehicle is manufactured and before being put on the market, and sometimes when the vehicle is repaired, such as when replacing wheels. If the vehicle has good running performance, it is important that the degree of inclination of the wheels is set accurately. Furthermore, the dynamic characteristics of the wheel, that is, the characteristics of the state in which the wheel is rotating, include the amount of left and right deflection of the wheel, the turning angle of the wheel, etc., and the running characteristics of the wheel are significantly influenced by these dynamic characteristics. Therefore, it is also important to be able to measure dynamic characteristics with high precision. Furthermore, some vehicles use so-called double wheels, in which a pair of wheels are mounted adjacent to each other, in order to increase their load capacity, and such double wheels must be properly inspected. It is important that this is possible.

By the way, as conventional techniques, Japanese Patent Application Laid-Open No. 51-83301 and Japanese Patent Application Laid-open No. 51-83 disclose methods for measuring the toe angle and/or camber angle of a wheel while keeping the wheel in a rotating state.
There is a technique disclosed in No. 4-49701. However,
In the techniques disclosed in these documents, a wheel is supported on a pair of rollers and rotated, but the side surface of the wheel is not supported or a contact roller is brought into rolling contact with one of the outer surfaces for measurement. However, since the geometric center position of the wheel, which is the object to be measured, is not positioned by holding both the left and right sides, it is difficult to perform accurate measurements.

Furthermore, as a technique for positioning the geometric center of the wheel by supporting it on a floating table and sandwiching the wheel from the left and right sides, Japanese Patent Application No. 58'-109235 and Japanese Patent Application No. 1987
No. 9-9502 and Japanese Unexamined Patent Publication No. 61-41913. In the techniques proposed in these applications, the wheels supported on the table are maintained statically, so it is difficult to measure the dynamic characteristics of the wheels. I can't do that.

On the other hand, a wheel inspection device capable of measuring the dynamic characteristics of a wheel by rotating the wheel while holding the wheel from both sides is disclosed in JP-A-63-286742. In the technique disclosed in this patent application, a wheel is supported on a pair of rollers, and both sides of the wheel are held between the rollers, making it possible to perform dynamic measurements of the wheel. By the way, the embodiment described in this Japanese Patent Application Laid-Open No. 2003-120002 is mainly suitable for inspecting the wheels of a normal four-wheeled vehicle (ie, a two-axle vehicle). Therefore, in the case of high-load vehicles such as trucks, buses, and trailers, the wheels may have three or more axles, or each wheel may have a pair of auxiliary wheels mounted adjacent to each other. The technology disclosed in the above-mentioned Japanese Patent Application Laid-open No. Sho is not necessarily satisfactory for such high-load and heavy vehicles. For example, wheel guide devices that guide wheels to predetermined positions on wheel inspection devices, wheel alignment inspections for three-wheeled vehicles, measurement of inclination of individual wheels on dual wheels, and accuracy in wheel inspections for highly loaded and heavy vehicles. There is a problem in this respect.

The present invention has been made in view of the above points, and eliminates the drawbacks of the prior art as described above, and enables highly accurate wheel inspection of heavy vehicles such as large automobiles, trucks, buses, and trailers. In particular, it is a three-axle system that enables wheel inspections of three-axle vehicles equipped with double wheels or double tires to be carried out individually and simultaneously with high precision and quickly. The purpose is to provide a wheel inspection system for vehicles.

In order to achieve the above-mentioned objects and other objects, the present invention provides a wheel for a three-axle vehicle having a front wheel inspection section, an intermediate axle wheel inspection section, and a rear wheel inspection section. We provide inspection systems. Each wheel inspection section has a pair of wheel inspection devices for the left wheel and a wheel inspection device for the right wheel. They are operatively connected by a connecting means so that they are always located at symmetrical positions with respect to a reference center line. The intermediate axle wheel inspection section and the rear wheel inspection section are arranged adjacent to each other and in parallel, and the connecting means of the intermediate axle wheel inspection section is connected to the rear side with respect to the vehicle traveling direction in this system. On the other hand, the connecting means of the rear axle wheel inspection section is arranged on the front side with respect to the vehicle traveling direction. A wheel guide device is provided at the entrance of the rear wheel inspection section.

According to such a configuration, it is possible to inspect the degree of inclination, etc. of each wheel of the three-axle vehicle individually and simultaneously. Even if a wheel inspection section for the intermediate axle is provided, the unique arrangement allows the overall system size to be reduced, which makes it possible to perform inspection operations on a wider range of vehicles. The installation area can be minimized.

According to another aspect of the present invention, there is provided a wheel inspection system for a three-axle vehicle, which is capable of inspecting whether or not the tread centers of each of the three axles, that is, the centers of the left and right wheels are on a straight line. Furthermore, there is provided a wheel inspection system that can effectively measure the degree of inclination of each wheel even if there is such a deviation in the center of the tread.

That is, the wheel inspection system for a three-axle vehicle of the present invention has a wheel inspection section for a first axis, a second axis, and a third axis for each axis, and each wheel inspection section has a wheel inspection section for a first axis, a second axis, and a third axis. It has i pairs of wheel inspection devices that inspect each of the left and right wheels. Each wheel inspection section further includes center positioning means that supports the pair of wheel inspection devices symmetrically with respect to a predetermined center position. According to the present invention, the center positioning means of two of the wheel inspection units for the first to third axles each have a center position fixed on the base, while the other center positioning means have a center position fixed on the base. One centering means has a center position that is displaceable on the base. In a preferred embodiment, the fixed center location is a center point on the base and the displaceable center location is a center point movable on a rail disposed on the base.

Each wheel inspection device is capable of aligning the center of the wheel supported on its support means with the center of the wheel inspection device. In this case, the center position is preferably aligned by clamping the wheels from both sides. Each wheel inspection device is
The corresponding wheel inspection device forming a pair therewith is operatively connected by a center positioning means, so that the pair of left and right wheel inspection devices are always positioned symmetrically with respect to a predetermined reference center position. In this case, two of the three center positioning means have a center 1 position fixed on the base, and a straight line connecting these two fixed center positions defines a reference center line. That is, the center line of the vehicle to be inspected is defined as a straight line connecting the tread centers of the two wheels,
The center line of this vehicle is matched with the reference center line. The remaining center positioning means has a center position that is displaceable on the base. Preferably, the rail is disposed on the base and extends in a direction transverse to the reference center.

A sliding body is provided on the rail, and the center of the center positioning means is set on the sliding body.

Hereinafter, specific embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 and 2 show a wheel inspection system 1 constructed based on one embodiment of the present invention.

The illustrated example shows a wheel inspection system suitable for inspecting the wheels of a two-axle vehicle in which each of the left and right rear wheels has a so-called dual wheel configuration. The basic configuration of this wheel inspection system is disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 63-2867.
The structure is similar to that described in JP-A No. 42, and therefore, for a better understanding of the present invention, reference may be made to the above-mentioned JP-A-Sho.

This wheel inspection system 1 is placed in a pit P bored in the floor FL of a wheel inspection station, etc. The wheel inspection system 1 is installed on the pit bottom PB of the pit P, and its upper surface is It is approximately the same height as floor FL. Since this wheel inspection system 1 is for a two-axle vehicle (four-axle vehicle), it generally includes a front wheel inspection section 3f and a rear wheel inspection section 3r.

The rear wheel inspection section 3r is located rearwardly away from the front wheel inspection section 3f, but in order to apply it to vehicles to be inspected with different wheelbase distances, the front wheel inspection section 3f and the rear wheel inspection section 3r are arranged separately in this system. It is possible to adjust the distance from the rear wheel inspection section 3r to a desired value. That is, a frame 2 constituting the overall framework of the one-piece system 1 is disposed within the pit P, and a front inspection section 3f and a rear inspection section 3r are mounted on this frame 2. The front inspection section 3f is fixedly mounted on the frame 2, but the rear inspection section 3r is mounted on a sliding section 2a that can slide on a guide rail 2b provided on the frame 2 so as to extend in the front-rear direction. is installed on. Therefore, after sliding the sliding part 2a on the guide rail 2b with the sliding part 2a in the unlocked state and setting a desired distance between the front wheel testing part 3f and the rear wheel testing part 3r, the sliding part 2a is locked to the frame 2. It is possible to do so.

The front wheel inspection section 3f and the rear wheel inspection section 3r each have a pair of right front wheel inspection device 3fr and a right front wheel inspection device 3fl, a pair of right rear wheel inspection device 3rr and a left rear wheel inspection bag [3rl, They are arranged symmetrically with respect to the center line CL. The left and right wheel inspection devices (i.e., 3fr and 3fl and 3rr and 3r1) are symmetrical, so they have substantially the same configuration. Furthermore, each wheel inspection device 3fr and 3fl of the front wheel inspection section 3f and the rear wheel inspection section 3
The wheel inspection sections 3rr and 3rl of the rear wheel inspection section 3rr and 3rl have substantially the same configuration, except that the wheel inspection sections 3rr and 3rl of the rear wheel inspection section have been modified for measuring the inclination of so-called dual wheels. have.

First, with reference to FIGS. 1 and 2, the front wheel inspection device 3fl (3fr is also the same) of the wheel inspection system 1 will be briefly described. The wheel inspection device 3fl inspects the left front wheel W.
It has a pair of support rollers 15f on which support rollers 15f are supported, and these support rollers 15f are arranged in parallel in the front-rear direction with their rotational axes extending in the lateral direction. Support roller 1.5
f is rotatably supported, and in a preferred embodiment has a built-in motor and is driven and rotated by itself. Transmit the driving force from an external motor, or
Alternatively, the front wheel Wf itself may be mounted in a freely rotating state, and in the case of a front wheel drive vehicle, the front wheel Wf itself may be driven.

A pair of inner lower contact rollers Ilu and an outer lower contact roller IIs are disposed on both sides of the support roller 15f in the lateral direction, and an upper contact roller 12 is disposed on the outer side of the support roller 15f. . These contact rollers 11 and 12 clamp the wheel Wf supported on the support roller 15f from both sides and come into contact with both sides thereof. Therefore, the wheel Wf can be driven and rotated on the support roller 15f with both sides clamped by the contact rollers 11 and 12. That is,
It is possible to perform dynamic measurements of the wheel Wf. It should be noted that each of the contact rollers 11 and 12 is arranged so that its respective rotation axis extends substantially in the radial direction of the wheel Wf.
The inner contact roller 11u and the outer contact roller lls are not necessarily arranged symmetrically, and in the illustrated example, the outer contact roller lls is arranged at a slightly larger opening angle than the inner contact roller llu. Further, the outer lower contact roller lls and the upper contact roller 12 are integrally mounted on a roughly triangular roller support.

The wheel inspection bag [3fl has a box-shaped base or box body 8, and inside the box body 8, an inner contact roller llu and an outer contact port to lls are supported so that they can be separated and moved from each other. At the same time, a clamp mechanism 9 is rotatably supported around a vertical axis.
is installed.

As will become clear later, the support roller 15f is supported on the floating member so as to be rotatable around a vertical axis and movable in translation in the horizontal direction. Therefore, support roller 1
5f and the contact rollers 11 and 12 are provided so as to be movable relatively independently. The box body 8 is fixed to the frame 2 and is slidably mounted on a pair of rails 12 extending laterally orthogonally to the center line CL. Therefore, the box body 8 is guided by the rails 12 and is movable laterally in a direction perpendicular to the center line CL. However, the arm 6 provided integrally with the box body 8
is operatively connected to one end of the equalizer 4f. The other end of the equalizer 4f is operatively connected to the arm 6 of the box body 8 in the wheel inspection device 3fr for the right front wheel. Since the central pivot point of the equalizer 4f is always located on the center line CL, the left and right wheel inspection devices 3fl and 3
fr is always automatically located at a symmetrical position with respect to the center line CL.

On the other hand, a clamp mechanism 9 disposed inside the box body 8 supports the contact rollers 11 and 12 so that they can be moved apart from each other and rotatably around a vertical axis. It is slidably supported on a guide rail laid within the body 8 and is operatively connected to one end of the pantograph 5f via the arm 7. The other end of the pantograph 5f is operatively connected via an arm 7 to a clamp mechanism 9 of a wheel inspection device 3fr for the right front wheel.

Therefore, the clamp mechanisms 9 of the left and right wheel inspection devices 3fr and 3fl are always automatically positioned at symmetrical positions with respect to the center line CL. Therefore.

When the left and right wheels Wf are clamped by these clamp mechanisms 9 via the rollers 11 and 12, the geometric center positions of the respective wheels Wf are automatically positioned symmetrically with respect to the center line CL. be done. Therefore, with this, the tread center, that is, the center position between the left and right wheels, is
It will be automatically aligned with the center line CL, which is a predetermined reference line. Further, an angle detector (preferably, an encoder) 30f is provided connected to the clamp mechanism 9, which measures a required inclination angle (for example, toe angle) of the wheel Wf in the clamped state. It is possible to do so.

A wheel guide device is provided at the entrance to the wheel inspection device [3fl, and the wheel guide device in this case includes a central roller 18, a first side roller 19, and a second side roller 20u. have. A pair of central rollers 18 are provided, which are arranged in parallel and protrude somewhat above the running surface of the wheels Wf and extend in the traveling direction of the vehicle. 1st
The side rollers 19 are rotatably disposed at a first height higher than the center roller 18 . First side roller 1
9 is arranged so as to be inclined so as to be somewhat narrow in the traveling direction of the vehicle. The second side roller 20u is
It is rotatably supported at a second height which is higher than the height. The second side roller 20u is also arranged at an angle so as to be somewhat narrow in the direction of travel of the vehicle. Further, an auxiliary roller 201 is rotatably supported adjacent to and somewhat inside each second side roller 20u, and the auxiliary roller 201 is positioned at a first height. According to such a wheel guide device.

It is possible to stably and accurately guide the wheels along a predetermined trajectory.

Next, with reference to FIG. 1 and FIG. 2 again, the wheel inspection device 3r1 for rear wheels (the same applies to 3rr) will be briefly described. The wheel inspection device 3rl for rear wheels has an overall configuration similar to the wheel inspection device 3fl for front wheels described above. The illustrated example differs in that the rear wheel inspection device 13rl has been modified so that it can particularly inspect wheels having a double wheel or double tire configuration.

Also in the wheel inspection device 3rl for the rear wheels, an inner contact roller llu and an outer contact roller 11s (however, in FIG. 1, these rollers are housed in the cover 17 and are not shown, and in FIG. , only the rollers 11s are shown), and a clamp mechanism (not shown) is provided to support these rollers so that they can be moved apart from each other and rotatably around a vertical axis. Wheel inspection equipment [3r
1 also has a box body 8 as a base, and this box body 8 is connected to other wheel inspection equipment @ via an equalizer 4r.
It is constantly operatively connected to the box body 8 of 3 r r. Further, the clamp mechanisms disposed in the respective boxes 8 of the left and right wheel inspection devices 3rl and 3rr are operatively connected to each other by a pantograph 5r. Box 8 of wheel inspection device 3rl
is a rail 12 fixed on the sliding part 2a of the frame 2.
It is slidably attached to the top. Therefore, the box body 8 is guided by the rails 12 and is movable laterally.

Furthermore, the wheel inspection device 3rl includes a pair of support rollers 15r.
These support rollers 15r can support the rear wheel Wr thereon. In this illustrated example, the rear wheel Wr is assumed to be a so-called double wheel or double tire, so the support roller 15r of the wheel inspection device 3rl for the rear wheel is long, and the front wheel The length is approximately twice as long as that of the support roller 15r.

A wheel guide device configured according to one feature of the present invention is also provided at the entrance of the wheel inspection device @3r1 for the rear wheels. This wheel guide device has a unique configuration in order to appropriately guide double wheels or double tires onto the support rollers 15r. This wheel guide device will be described in detail below with reference not only to FIGS. 1 and 2 but also to FIGS. 3 and 4.

A wheel guide device constructed according to the invention basically consists of guide rollers 18, 19 arranged at three height levels.
and 20. In the illustrated example, a pair of central rollers 18 are provided.

These central rollers 18 are rotatably supported in parallel with each other, and are disposed with their rotational axes extending in the direction of travel of the vehicle. In the illustrated example, the pair of central rollers 18 are arranged symmetrically with respect to a predetermined reference center line. Incidentally, the number of central rollers 18 may be one or more, or three or more may be provided. As best shown in FIG. 5, the central roller 18 is disposed substantially flush with the running surface of the wheel, and preferably projects somewhat above the running surface of the wheel. Therefore, when the wheel runs on this central roller 18, the wheel is free to move laterally and it is possible to position the wheel at a desired lateral position.

Note that the central roller 18 is preferably arranged parallel to a horizontal plane.

First side rollers 19 are rotatably supported at both left and right openings of the central roller 18.

As is clear from FIG. 5, these first side rollers 19
is higher than the central roller 18 (v). Further, the first side rollers 19 and 19 are arranged so as to be inclined so as to become gradually narrower in the direction of travel of the vehicle. This inclination angle transformer, the left and right first side rollers 1
It is preferable that the intersection angle formed by 9 be within a maximum of 30 degrees.

Preferably, it is set to around 15 degrees, which is 11 degrees.The distance between the closest tips of the left and right first side rollers 19 arranged at an inclination is set to width force of the front wheel Wf=Xl±a little smaller than that. If the first side roller 19 is set to a value of b1°, it is better to have a configuration in which it is segmented into several segments if the first side roller 19 is longer than about the radius of the wheel Wf. Note that the length of each segmented portion is preferably set to approximately the radius of the wheel Wf or less. Furthermore, in the illustrated example, the first side rollers 19 are arranged parallel to the horizontal plane;
The rollers 19 can also be disposed so as to be gradually lowered in the direction in which the vehicle travels and tilted downward toward the front. In this case, the forward inclination angle formed by the horizontal surface and the first side roller 19 is preferably set within the range of 0 degrees to 15 degrees. Further, in a preferred embodiment, the left and right first side rollers 19 are arranged symmetrically with respect to the reference line of the center roller 18.

Further outside the first side roller 19, a second side roller 2 is provided.
0u is rotatably supported and disposed. In the illustrated example, the second side roller 20u is the first side roller 19
Although they are arranged at the same opening angle as the first side rollers 19, it is also possible to arrange them at an angle different from that of the first side rollers 19. As best shown in FIG.
0u is.

The second height is higher than the first height. In the illustrated example, the first height is set to approximately twice the second height, but it can be set to a different value if desired. Since the second side roller 20u is relatively long, it is segmented, and the length of each segment is preferably set to be equal to or less than the radius of the rear wheel Wr. Further, the distance between the closest front ends of the second side rollers 20u is set to a value that is approximately equal to or slightly smaller than the width when the rear wheels Wr are double wheels or double tires. good.

In the illustrated example, auxiliary rollers 20u are further provided, and each auxiliary roller 20u is rotatably supported adjacent to and somewhat inside the corresponding second side roller 20u. It is arranged.

As is clear from FIG. 5, this auxiliary roller 20u is arranged at the first height. The auxiliary roller 201 is provided parallel to the second side roller 20u. This auxiliary roller 201 provides an additional running surface and an additional lateral guiding function for the rear wheel Wr having a double wheel or double tire configuration, thus significantly improving the guiding function of the wheel. be done.

The operation of the wheel guide device having the above configuration will be explained. As shown in FIG. 1, when a vehicle enters in the direction indicated by arrow A, the front wheels Wf of the vehicle are first guided by this wheel guide device, and the wheel inspection device 3r for the rear wheels is guided by the wheel guide device.
Pass through l or 3rr. In this case, as shown in FIG. 5, if the front wheel Wf comes into contact with the second side roller 20u and the auxiliary roller 201 or the first side roller 19.

Since the box body 8 is constructed integrally with these rollers, it receives a reaction force, and the box body 8 moves along the center line CL according to the reaction force.
move in the direction perpendicular to In this case, as described above, since the left and right boxes 8 are operatively connected via the equalizer 4r, the left and right vehicle inspection devices 3rr and 3rf move synchronously. In this way, as the vehicle advances in the direction of arrow A, the left and right wheel inspection devices 3rr and 3rf cooperate with the present wheel guide device to
The wheel inspection devices 3rr and 3rl corresponding to f are substantially aligned. Next, as shown in FIG. 5, when the wheel Wf is placed on the center roller 18, it becomes easy to give a relative lateral movement between the wheel Wf and the center roller 18. Therefore, the first side roller 19
Each wheel Wf is equipped with a corresponding wheel inspection device 3r.
r or 3r1. In particular, the first side roller 19 is inclined in a tapered shape, and its tip is set to approximately the width of the wheel Wf or a value slightly smaller than the width of the wheel Wf.
Alternatively, it will be located approximately at the center of the 3rl support rollers ISr.

Furthermore, when the vehicle moves forward in the direction of arrow A, the front wheels Wf move past the wheel inspection devices 3rr and 3rf for rear wheels.

In this case, since the wheel inspection devices 3rr and 3rl are locked by the locking device 110, the support roller 15r is integrally fixed to the box body 8. Further, the support roller 5r itself is also locked in a non-rotating state by a roller lock group [50]. Next, the rear wheels Wr of the vehicle enter the wheel inspection devices 3rr and 3rl for rear wheels.

In this case, the rear wheel Wr has a so-called double wheel or double tire configuration, and therefore, as shown in FIG.
The rear wheel Wr has a pair of inner and outer auxiliary wheels or tires Wrs and Wru that are coaxially mounted adjacent to each other. Therefore, when the rear wheel Wr moves forward, it rides on the first side roller 19 because its width is wider than the entrance width of the first side roller 19 . In that case, if the rear wheel Wr is shifted in the left-right direction, any of the second side rollers 20u and/or
or in contact with the auxiliary roller 201, the wheel inspection device 3rr,
3rl are symmetrically displaced to align with the respective rear wheels Wr. Since the rear wheel Wr rides on the first side roller 19, the relative positional displacement in the lateral direction between the rear wheel Wr' and the wheel inspection devices 3rr and 3rl becomes easy, and as a result, the corresponding wheel inspection equipment 3rr, 3rl
The position alignment is performed extremely smoothly and stably. As a result, the rear wheel Wr is accurately aligned with the corresponding wheel inspection devices 3rr, 3rl by this wheel guide device, and therefore the rear wheel Wr is positioned on the corresponding support roller 15r in a substantially aligned state.

Next, a wheel inspection system for inspecting wheel alignment of a three-axle vehicle constructed based on another feature of the present invention will be described with particular reference to FIGS. 6 to 9. 6th
As shown in the figure, in this wheel inspection system 1,
As in the system shown in FIG. 1, a vehicle to be inspected enters the system by advancing from the right side of the drawing to the left side as indicated by arrow A. The wheel inspection system 1 for three-axle vehicles shown in FIGS. 6 to 9 has an overall similar configuration to the wheel inspection system 1 for two-axle vehicles shown in FIGS. 1 and 2. Similar reference numerals are used to refer to similar components. In this embodiment of the three-axle vehicle, in addition to a wheel inspection section 3f for the front wheel (first @) and a wheel inspection section 3r for the rear wheel (second axle), there is a wheel inspection section 3r for the intermediate axle (third axle). It has a wheel inspection section of 3 m. The wheel inspection units 3r and 3m for rear wheels and intermediate axles assume that each rear axle Wr has a double wheel or double tire configuration. Therefore, the support rollers 15r in these wheel inspection sections 3r, 3m have a sufficient width on which the rear wheel Wr having a double wheel or double tire configuration can be placed.

As shown in FIGS. 6 to 9, the wheel inspection section 3m for the intermediate shaft is disposed adjacent to the wheel inspection section 3r for the rear wheel. An equalizer 4r and a pantograph 5r, which operatively connect the pair of left and right wheel inspection devices 3rr and 3rl in the rear wheel inspection section 3r, are arranged in front of the rear wheel inspection section 3r in the vehicle traveling direction. There is.

On the other hand, a pair of left and right wheel inspection sections (13mr, 4m equalizer that connects the 3ml wheel inspection section for the intermediate shaft)
And pantograph 5m is wheel inspection device for intermediate wheel 3m
The vehicle is located at the rear with respect to the vehicle's direction of travel. With this arrangement, it is possible to arrange the wheel inspection sections 3r and 3m for the rear wheel and intermediate axle adjacent to each other, and it is also possible to compare the heights of these wheel inspection sections 3r and 3m. It is possible to set the target low.

The intermediate axle wheel inspection section 3m and the rear wheel inspection section 3r are:
Although they have a substantially symmetrical configuration in the front, rear, left, and right directions with respect to their center points, only the rear wheel inspection section 3r has a wheel guide at its entrance. Since the intermediate wheel inspection section 3m is arranged adjacent to the rear wheel inspection section 3r, it is not necessary to provide such a wheel guide device. According to such a wheel inspection system for a three-axle vehicle, it is possible to simultaneously and independently inspect each wheel of the three-axle vehicle. Furthermore.

As a measure against high loads, three-axle vehicles often have the latter two axles having dual wheels or double tires.

Even in this case, according to the present system, it is possible to individually measure the inclination of each wheel or tire of each axis.

Eleven features of the triaxial vehicle wheel inspection system of the present invention will be explained with reference to FIGS. 6 and 8. In the wheel inspection system shown in FIGS. 6 and 8, the center positioning means of the wheel inspection sections 3f and 3r for the front and rear wheels have fixed, ie immovable, center positions on the frame 2. This center positioning means has a pantograph 5f or 5r that operatively connects the left and right wheel clamping means, and the pantographs 5f and 5r have fixed center points 60f (not shown) and 60r on the frame 2. . Therefore, the straight line connecting these fixed center points 60f and 60r defines the reference centerline CL of the inspection system. In detail, when the sliding part 2a is in the unlocked state, the center point 60r is movable along the reference center line CL, but when the sliding part 2a is in the locked state, the center point 60r is movable. It is fixed to frame 2.

With the above configuration, the wheels are rollers lls and llu.
When clamped from both sides by
Alternatively, it is positioned symmetrically with respect to the reference center line CL via 5f. The box body 8 is also connected to the reference center line C via the equalizer 4.
They are always positioned symmetrically with respect to L. Since the clamping means and the box body 8 are relatively movable, the center of the box body 8 and the center of the clamping means do not necessarily coincide with each other. The center position of the pantograph 5m is set on the sliding body 61. That is, a pair of guide rails 62 are arranged on the frame 2 in a direction perpendicular to the reference center line CL. A sliding body 61 is slidably provided on these guide rails 62. The center positions of the pantograph 5m and the equalizer 4m are set on this sliding body 61. Therefore, the pantograph 5m and the flat head 4m can be displaced in the left-right direction indicated by the arrow C with respect to the reference center line CL by the sliding body 61.

Therefore, if the tread centers of each of the three wheels of a vehicle are not aligned in a straight line, in this inspection system, the center line of the vehicle is determined by the tread centers of the wheels for the front wheels and rear axle, and the reference center line is Matched to CL. The tread center of the intermediate wheel is the reference center line CL.
However, this amount of deviation is absorbed by the relative movement between the sliding body 61 and the rail 62.

Therefore, even in a three-axle vehicle, it is possible to measure the degree of inclination of each wheel with high accuracy with respect to a predetermined reference line. Further, in this case, by measuring the amount of deviation of the sliding body 61 from the reference center line CL with the meter 63, it is possible to measure the inter-axle slip, that is, the amount of deviation of the tread center.

In the embodiments shown in FIGS. 6 and 8, the center positioning means for the intermediate shaft is configured to be movable left and right, but the center positioning means for the front wheels or the rear wheels can be moved left and right. Furthermore, it is also possible to configure all the center positioning means to be movable to the left and right and to be selectively lockable at a predetermined position. Furthermore.

Of course, the inventive concept is also applicable to inspection systems for vehicles having four or more wheels.

Next, another feature of the present invention, which is a double encoder configuration capable of independently measuring the inclination of the screens on both sides of each wheel, will be explained. The second feature is particularly effective when measuring the degree of inclination of a wheel having a double wheel or double tire configuration.

First, referring to FIGS. 10 and 11, the two-axle vehicle wheel inspection system 1 or 6 shown in FIGS.
The detailed internal structure of the rear wheel or intermediate axle wheel inspection device 3 provided in any of the three-axle vehicle wheel inspection systems 1 shown in FIGS. 9 to 9 is shown. Incidentally, if the front wheels of this vehicle have a double wheel or double tire configuration, it goes without saying that this wheel inspection device 3 can also be applied to the front wheels.

As shown in FIG. 10, the wheel inspection device 3 has a box 8 as a base, and as described above, the box 8 extends in the lateral direction perpendicular to the reference center line CL. It is provided so as to be slidable in the left and right direction on the existing rail 12. Box body 8
is operatively connected to one end of the equalizer 4r via the arm 6. A rectangular opening 8c is bored approximately in the center of the bottom plate 8b of the box 8, and a pair of guide rails 32 are laid along both sides of the opening 8c.

A pair of inner roller supports 31u and outer roller supports 31s are slidably mounted on the guide rail 32. The inner roller support 31u has a roughly T-shape, and rotatably supports a pair of inner contact rollers llu on its upper part.

The 1-shaped support body part of the inner roller support body 31u is rotatably mounted around a vertical axis relative to the sliding body engaged with the guide rail 32 constituting the pedestal, and the relative rotation thereof The angle can be detected by an inner angle detector 3'Or u provided in connection with the inner roller support 31u. Preferably, the angle detector 30ru is a rotary encoder.

Similarly, the outer roller support 31s rotatably supports a pair of outer contact rollers on its upper part. The 1-shaped support body part of the outer roller support body 31s is rotatably mounted around a vertical axis relative to the sliding body engaged with the guide rail 32 constituting the pedestal, and the relative rotation thereof The angle can be detected by an outer angle detector 30rs provided in connection with the outer roller support 31s. Preferably, this angle sensor 30rs is also a rotary encoder. Therefore, the inner contact roller 11u and the outer contact roller lls are movable relative to each other and freely rotatable about the vertical axis of the corresponding roller support 31.

The inner roller support 31u and the outer roller support 31s are connected to both ends of the clamp pantograph 33 and are operatively connected. Furthermore, pantograph 33 for clamp
A center plate 34 is mounted at the midpoint of the rail through a combination of a rail and a sliding body. Therefore, pantograph 3
3, the center plate 34 on which the rail is laid is always maintained at the center position of the pantograph 33. The center plate 34 itself is provided as a sliding member on the guide rail 32 so as to be slidable left and right. Thus, the central plate 34 has inner and outer contact rollers llu
and lls, defining the geometric center position of the roller clamp mechanism. A central support 35 is provided which is integrally fixed to the central plate 34 and extends below it. This central support 35 is
The box body 8 is opened through an opening 8c formed in the bottom plate 8b of the box body 8.
Extends outwardly and downwardly through the arms.

It is operatively connected to the pantograph 5r.

As best shown in FIG. 15, a cylinder 36a of a clamping cylinder device is further fixed to the central support 35, and the tip of a rod 36b that can move forward and backward relative to the cylinder 36a is As best shown in FIG. 14, it is connected to an outer roller support 31s. Therefore, by driving the clamping cylinder 36a, it is possible to move the rod 36b forward or backward, and the clamping pantograph 33 is expanded and contracted, and as a result, the inner and outer contact rollers llu and ll
s is relatively separated and moved. In this case, the position of the central plate 34 is always maintained at an intermediate position between the inner and outer rollers llu and lls, and the central plate 34
The position of is based on the reference center line CL via the pantograph 5r.
automatically maintained in a symmetrical position. Therefore, when the clamping cylinder 36a is operated to move the inner and outer contact rollers llu and lls toward each other, the wheel W located between them
r is clamped from both sides, and each contact roller is connected to a wheel W
It comes into contact with the corresponding side surface of r. In that state, the center position of the clamping mechanism, that is, the center plate 34
) is aligned with the center position of the clamped wheel Wr, and the left and right wheels Wr are positioned symmetrically with respect to the reference center line CL.

That is, the tread centers of the left and right wheels Wr are the reference center line CL.
located above. In FIGS. 12 and 13, the positions at which the contact rollers have moved forward to the maximum extent are indicated by dashed reference numbers 11u' and lls.

As mentioned above, this wheel inspection device 3 for rear axles and intermediate axles
In this case, separate angle detectors 30ru and 30r are provided for the inner roller support 31u and the outer roller support 31s, respectively.
s is provided. The inner angle detector 30 ru detects the rotation angle around the vertical axis in the roller support portion of the inner roller support 31 u, and the unilateral angle sensor 30 rs detects the rotation angle of the roller support portion of the outer roller support 31 s. This is to detect the rotation angle around the vertical axis in the part. Therefore, the inner and outer angle detectors 30rU and 30
rs can detect rotation angles independently of each other. The inner contact rollers l ] and u are brought into contact with the inner side surface of the wheel Wr, and the unilateral contact roller Ils is brought into contact with the outer side surface of the wheel Wr. Therefore, according to this wheel inspection device 3, it is possible to measure the degree of inclination of each of the inner and outer side surfaces of the wheel Wr independently of each other.

The wheel inspection device 3 having such a double encoder configuration can exhibit extremely effective effects particularly when the wheels Wr have a double wheel or double tire configuration. That is, in the case of a wheel with a double wheel or double tire configuration, instead of a single wheel, a pair of auxiliary wheels or tires are placed adjacent to each other and mounted on the same axis, so that they function as if they were a single wheel. However, it is rare for such a pair of auxiliary wheels or tires to be mounted with the same inclination or alignment. In order to inspect for misalignment conditions at such inclinations, it is necessary to measure each auxiliary wheel or tire individually, but this type of inspection was previously impossible. .

In the wheel inspection device 3 having the double encoder configuration according to the present invention, it is possible to independently measure the inclination of each of the inner and outer side surfaces of the wheel Wr.
Even in the wheels Wr having such a dual wheel or double tire configuration, it is possible to independently measure the inclination of each subwheel or tire. Therefore, it is possible to detect which auxiliary wheel or tire deviates from the required degree of inclination.

Next, a description will be given of a floating configuration in which a wheel configured based on another feature of the present invention is supported so as to be movable in any direction within a predetermined plane.

In this embodiment, this floating configuration is particularly illustrated in FIGS. 10, 11, and 17-20. First, as shown in FIGS. 10 and 11, on the bottom plate 8b of the box body 8, four linear motion (LM) guide units are arranged symmetrically in the front, rear, left, and right directions. That is, each L
The M guide unit includes a pair of lower guide rails 46 fixedly laid on the bottom opening 8b, a lower sliding body 45b slidably mounted on the lower guide rails 46, and a lower sliding body 45b fixedly fixed on the lower sliding body 45b. Installed lower guide rail 4
6, and an upper sliding body 44b slidably mounted on the upper guide rail 45a. and each upper sliding body 44
A cylindrical projection 44a that projects upward is provided at the top of b.

Therefore, the protrusion 44a can move in a plane in any direction over a predetermined range relative to the bottom plate 8b.

On the other hand, a roughly T-shaped support roller table or assembly 40 rotatably supports a pair of support rollers 15r.
is housed and located within the box body 8. Four circular holes 4'Oa are bored in the bottom of the support roller assembly 40, corresponding to each protrusion 44a, and a rotation bearing 43 is installed in each circular hole 40a. 43a to the bottom of the support roller assembly 40. The inner ring of each rotary bearing 43 is fitted onto a corresponding projection 44'a.

It is integrated with it. Therefore, the support roller assembly 4
0 is generally movable in translation over a predetermined range in any direction and rotatable over a predetermined range. Support roller assembly 40 relative to box body 8
An example of the locus of rotational movement is indicated by B in FIG. 17. In this way, the support roller assembly 40 can perform translational and rotational movements in any direction relative to the box 8, so the support roller assembly 40 is set in a floating state. Therefore, the support roller 15r
When measuring the inclination of the wheels supported above, the wheels are maintained in a state where they can translate and rotate in any direction, so it is possible to accurately measure the inclination of the wheels. It is possible.

In this way, by using the four LM guides to support the support roller assembly 40 in a floating state, even if the vehicle to be inspected is heavy,
It is possible to maintain each wheel in a floating state without causing any problems. Furthermore, by adopting a four-point support configuration, it is possible to measure the distribution of force, and it is possible to obtain balanced floating motion.

This makes it possible to perform inspections with high precision. Although four LM guides are used in this embodiment, it is sufficient to use at least three or more LM guides. Furthermore, instead of using such an LM guide, for example, a plurality of rollers or balls may be interposed between the bottom plate 8b of the box body 8 and the support roller assembly 40, or a sliding material such as grease may be used. By interposing the support roller assembly 4o, it is also possible to put it in a floating state where it can translate and rotate relative to the box body 8.

In this way, the support roller assembly 40 is supported in a floating state relative to the box body 8.

An initial position locking mechanism 10 is provided for locking the support roller assembly 40 in an initial position.

That is, a cylinder device 10a is rotatably supported on the side wall of the box body 8, and a proximal end of a tenth hook arm 10b is attached to the tip of a rod of the cylinder device 10a that can move forward and backward. Rotatably connected. On the other hand, the base end of the cylinder of the cylinder device i 10a is pivotally supported by the box 8, and the base end of the 20th arm 10c is rotatably connected. Furthermore, the 10th Tsuku arm 10
A connecting lever 10d is provided to rotatably connect the intermediate portions of the 20th hook arm 10C and the 20th hook arm 10C. A positioning roller 10e is rotatably supported at the tip of each of the first and twentieth pick arms 10b and 10c.

On the other hand, at the center of the front end and the rear end of the support roller assembly 40, projecting 9 members 41 are provided to accommodate the corresponding positioning rollers 10e.

Therefore, when the initial position locking device 10 is operated to the forward position, the positioning rollers 10e are moved toward each other and engaged with the corresponding V-bron 9 members 41, and the support roller assembly 40 It is locked at the initial position approximately at the center within the body 8. On the other hand, when the initial position locking device 10 is operated to move to the backward position, 2
The positioning roller 10e is in the retracted position shown in FIGS. 10 and 11, and the force support roller assembly 40 is in a floating state, allowing free translational and rotational movement within a predetermined range within the box 8. It is possible to do this.

In addition, in this wheel inspection device, it is possible to statically measure the inclination of the wheel Wr supported on the support roller 15r in a stationary state, or to dynamically measure the inclination while the wheel Wr is rotating. It is. When measuring in the dynamic mode, the support roller 15r may be driven and rotated, or the support roller 15r may be supported in a freely rotating state, and the wheels Wr may be driven and rotated by the engine of the vehicle. In that case, the support roller 15r receives a reaction force from the wheel Wr depending on the inclination of the wheel Wr, and as a result, the support roller assembly 40
is displaced in the direction of the reaction force. In order to absorb such a reaction force, a roughly U-shaped first engagement protrusion 42 is protruded from the front end of the support roller assembly 40; A second engagement protrusion 48a that is engaged with the engagement protrusion projects from the support body 48. This support body 48 is fixed to an appropriate external member such as the frame 2, for example. The second engagement protrusion 48a is movable back and forth, and is moved forward to attach the support roller assembly 40 if necessary.
The first engaging protrusion 42 of the first engaging protrusion 42 is pivotally engaged with the first engaging protrusion 42 of the first engaging protrusion 42 of For that reason,
An opening 8d is bored in the front side wall of the box body 8, and the second engaging protrusion 48a can access the inside of the box body 8 through this opening 8d.

Next, the roller lock device 50 for the support roller 15r will be described with particular reference to FIGS. 16 and 21.

The support roller 15 is rotatably supported during operation, but is in a locked state when the vehicle enters the inspection system and when the vehicle leaves the inspection system. For this purpose, a roller lock device 50 is provided for each support roller 15r. That is, a roller gear 54 is provided fixed to one end of each support roller 15r, and an idle gear 55 that is constantly engaged with the roller gear 54 is provided. A pair of lock gears 56 and 57 are disposed on both sides of the meshing portion between these gears 54 and 55 and are always in mesh with the roller gear 54. These lock gears 56 and 57 are rotatably supported on a pair of links 52 and 53, respectively, which are rotatably supported around the rotation axis of the roller gear 54. A cylinder device consisting of a cylinder 51a and a rod 51b is interposed between the distal ends of the pair of links 52 and 53. Therefore, by operating the cylinder device and bringing the pair of lock gears 56 and 57 into engagement with both the roller gear 54 and the idle gear 55, the support opening roller 15r is brought into a self-locking state (non-rotating state). It is possible to do so. On the other hand, when these lock gears 56 and 57 are in the state shown in FIG. 21, the support roller 15r is set in a rotatable state.

Effect 221 As detailed above, according to the present invention, an improved wheel inspection system is provided. It is also possible to perform dynamic or static inspections of each wheel, including toe angle, camber
A wheel inspection device capable of measuring other required degrees of inclination of wheels with high precision is provided.

In particular, according to the first feature of the present invention, a wheel guide device having a predetermined multistage roller arrangement is provided, so that it is possible to smoothly and stably guide the vehicle to be inspected into the wheel inspection device. By setting the vehicle at a predetermined inspection position, it is possible to automatically set each wheel at a position symmetrical with respect to a predetermined reference line. Furthermore, even when the wheels have a so-called double wheel or double tire configuration, the wheel guide device of the present invention allows the wheels to be quickly and stably inspected by the wheel inspection device. It is possible to guide it to a predetermined inspection position. By using the wheel guide device of the present invention, it is possible to downsize the wheel inspection device, and in particular, it is possible to minimize its width dimension.

According to the second feature of the present invention, not only the wheel inspection sections for the front wheels and the rear axle, but also the wheel inspection section for the intermediate wheels are provided between them, and the respective wheel inspection sections are independent from each other. Therefore, it is possible to simultaneously measure the alignment or inclination of each wheel of a three-axle vehicle with high precision. especially,
The wheel inspection section for the intermediate axle and the wheel inspection section for the rear wheel are located adjacent to each other in a juxtaposed relationship, and the connecting means for operatively connecting the left and right wheel inspection devices of the wheel inspection section for the intermediate wheel is connected in the wheel traveling direction. The connecting means for operatively connecting the left and right wheel inspection devices of the wheel inspection section for the rear wheels is disposed at the front in the vehicle traveling direction, so that the wheel inspection system for three-axle vehicles can be improved as a whole. It is possible to configure it in a small size. Furthermore, since the wheel inspection section for the intermediate axle is arranged adjacent to the wheel inspection section for the rear wheels, there is no need to provide a wheel guide device for each wheel inspection device in the wheel inspection section for the intermediate axle. .

According to a third feature of the invention, there is provided a double encoder arrangement with a pair of inner and outer corner detectors associated with respective inner and outer clamping rollers clamping opposite sides of the wheel to be inspected. It is possible to inspect each side of the wheel independently of each other and measure the degree of inclination, and it is possible to perform measurements with extremely high precision. If you want to measure the overall inclination of the wheel, you can simply average the respective measurements from the inner and outer angle detectors. In this way, each side of the wheel can be inspected independently. Therefore, it is possible to discover that some abnormality exists on one side, and it is also possible to detect not only the degree of inclination but also other related abnormal situations regarding the wheel. In particular, this feature applies when the wheel is a double wheel or wheel with a double tire configuration.
It is possible to independently measure the degree of inclination for each of the pair of auxiliary wheels or tires constituting the wheel.

It is therefore possible to carry out dynamic or static measurements of wheels with a double wheel or double tire configuration with high precision.

According to a fourth aspect of the invention, an improved floating device is provided for setting a wheel to be tested in a floating state. According to this floating device, it is possible to smoothly and stably establish a floating state even in heavy vehicles such as trucks and buses.

Furthermore, since a single floating device simply uses an LM guide and a rotating bearing, the structure is simple and manufacturing is simple.

[Brief explanation of the drawing]

FIG. 1 is a schematic plan view showing a wheel inspection system for inspecting the wheels of a two-axle vehicle in which the rear wheels are double-wheeled or double-tired wheels constructed based on an embodiment of the present invention; FIG. 2 is a schematic front view of the wheel inspection system shown in FIG. 1, and FIG. 3 is a schematic front view of the wheel inspection system shown in FIGS. 1 and 2, which is configured based on an embodiment of the present invention. 4 is a schematic side view of the wheel inspection device shown in FIG. 3, and FIG. 5 is a schematic side view of the wheel inspection device shown in FIG. 3. 6 is a schematic front view, and FIG. 6 is a schematic plan view showing a wheel inspection system for a three-axle vehicle constructed based on an embodiment of the present invention.
The figure is a schematic front view of the wheel inspection system shown in FIG. 6, and FIG. 8 is a schematic portion showing the arrangement of the left wheel inspection devices for the middle wheel and rear wheel in the wheel inspection system shown in FIG. 6. An enlarged view, FIG. 9 is a schematic front view of the configuration shown in FIG. 8, and FIG. 0 is a schematic front view of the configuration shown in FIG. FIG. 11 is an exploded perspective view showing the wheel inspection device constructed based on the structure shown in FIG. 10, FIG. FIG. 13 is a schematic partial enlarged view showing in detail the configuration of a part of the wheel inspection device shown in FIG. Fig. 14 is a schematic front view of the roller clamp mechanism shown in Fig. 13, Fig. 15 is a schematic side view of the roller clamp mechanism shown in Fig. 13, and Fig. 16 is a wheel inspection shown in Fig. 10. A schematic perspective view showing the overall structure of a support roller assembly disposed in the device, FIG. 17 is a schematic plan view of the support roller assembly shown in FIG. 16, and FIG. 18 is a support roller assembly. FIG. 20 is a schematic right side view of the support roller assembly, FIG. 21 is a schematic left side view of the support roller assembly, and FIG. 21 is a roller lock device incorporated in the support roller assembly. FIG. (Explanation of symbols) 3f: Front wheel inspection section 3m = Intermediate transportation wheel inspection section 3r: Rear wheel inspection section 4: Equalizer 5: Pantograph 8: Box body 9: Clamp mechanism 10: 11: 12: 15: l 8: 19: 0u 30: 31: 33: 36: 40: 50: Initial position locking device Lower contact roller Upper contact roller Support roller Center roller First side roller: Second side roller: Auxiliary roller Angle detector roller Cylinder device for support clamp Pantograph clamp Support roller assembly Roller lock device Fig. 3 Fig. 0rs Fig. 0ru Fig. Fig. Fig. Fig. Bb/Procedural amendment (Japanese) 1990//Month

Claims (1)

[Claims] 1. In a wheel inspection system for a three-axle vehicle, which includes left and right front wheels for a first axle, left and right intermediate wheels for a second axle, and left and right rear wheels for a third axle in this order, each At the shaft, a left clamp means clamps the left wheel supported on the left wheel support means from both sides, a right clamp means clamps the right wheel supported on the right wheel support means from both sides, and the left and right clamp means are always connected. 1. A wheel inspection system for a three-axle vehicle, comprising a connecting means positioned symmetrically with respect to a predetermined common center line. 2. In claim 1, the second shaft and the third
The left and right clamping means for the shaft are arranged adjacently in parallel, the coupling means for the second shaft is disposed in front of the left and right clamping means with respect to the vehicle traveling direction, and the coupling means for the third shaft is arranged in front of the left and right clamping means. A wheel inspection system for a three-axle vehicle, characterized in that left and right clamp means are arranged at the rear with respect to the vehicle traveling direction. 3. In claim 2, a wheel guide means is provided at the entrance of the wheel support means for the third shaft, and the wheel support means for the second shaft is provided with a wheel guide means for the third shaft. A wheel inspection system for a three-axle vehicle, characterized in that the system is disposed adjacent to and juxtaposed with a wheel support means. 4. Any one of claims 1 to 3
2. The wheel inspection system for a three-axle vehicle according to item 1, wherein the left and right wheels of the second and third axles are dual wheels. 5. First, second and third center positioning means are provided for center positioning the left and right wheels of each axis of the three-axle vehicle, and two of the first, second and third center positioning means are provided. One wheel has a center position fixed on the base, and the other wheel has a movable center position movable in a direction transverse to a straight line connecting the two fixed center positions. system.