JPH0487885A - Wheel inclination adjusting method - Google Patents

Abstract

PURPOSE:To correctly adjust the angle of inclination of a wheel by deflecting a wheel to the advancing direction of a vehicle and turning a steering wheel, whereby after the condition of the steering wheel is set to the rectilinear advance condition of the vehicle, the wheel is adjusted to a desired angle of inclination. CONSTITUTION:A cylinder 51 is driven to make a wheel clamping means 48 relatively approach along a guide rail 46, so that clamp rollers 58, 60 are brought into contact with the side portion of a tire 64. When a motor is driven to turn the third cable 36, whereby a wheel 14 is deflected. On detecting the horizontal state of a spoke of a steering wheel, the operation of the above motor is stopped. Further, a cylinder 85 is driven to display a toe detecting means 82 to the wheel 14 side along a guide rail 80, and the turning angle of the toe detection means 82, that is, the wheel 14 toe angle is detected by a rotary encoder 30. A correction value for making the detected toe angle a desired toe angle is obtained to adjust the toe angle.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to the inclination angle of wheels mounted on a vehicle, for example,
The present invention relates to a wheel inclination angle adjustment method that can accurately set a steering wheel in a straight-ahead state when adjusting a toe angle.

[Prior Art] Accurately adjusting the wheel alignment of an automobile is extremely important in maintaining driving stability. Such adjustment work is usually performed on a completed vehicle. For example, adjustment of the toe angle of the wheels is performed as follows.

That is, the worker first sets the steering wheel so that the vehicle is running straight, measures the toe angle of the wheel, and then adjusts the tie rods etc. so that the toe angle becomes the desired angle. .

[Problems to be Solved by the Invention] However, as is well known, the steering wheel has a predetermined amount of play, so when the toe angle is adjusted as described above, the steering wheel cannot be moved in the direction of travel of the vehicle. Even when the toe angle is set accurately, the wheels themselves are not necessarily oriented in the direction of travel, and the toe angle may not be adjusted accurately. As a result, the steering wheel may tilt when the vehicle is driven straight.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a wheel inclination angle adjustment method that can accurately adjust the inclination angle of the wheels and can also accurately set the steering wheel in the traveling direction of the vehicle when traveling straight. With the goal.

[Means for Solving the Problems] In order to solve the above-mentioned problems, the present invention provides a first step of deflecting wheels mounted on a vehicle in the traveling direction of the vehicle, and a step of rotating due to the deflection of the wheels. a second step of detecting the state of the steering wheel; a third step of detecting the inclination angle of the wheel when the state of the steering wheel indicates that the vehicle is traveling straight; and adjusting the inclination angle to a desired inclination angle. and a fourth process of adjusting to.

[Function] In the wheel inclination angle adjustment method according to the present invention, the steering wheel is rotated by deflecting the wheels mounted on the vehicle in the direction of travel of the vehicle, thereby changing the state of the steering wheel to that of the vehicle. After setting the vehicle to go straight ahead, adjust the wheels to the desired inclination angle. In this case, play in the steering wheel does not affect the angle of inclination of the wheels, so the angle of inclination can be adjusted accurately.

Embodiment FIGS. 1 and 2 are a front sectional view and a side view of a toe angle detection device to which an embodiment of the wheel inclination angle adjusting method according to the present invention is applied.

The toe angle detection devices 10A to 10D are arranged at positions corresponding to four wheels 14A to 14D mounted on the vehicle 12, respectively, as shown in FIG. In this case, each toe angle detection device 10A to 10D is configured to be movable in the directions of arrows a and b according to the entry position of the vehicle 12 or the width and length of the vehicle 12 (Japanese Patent Laid-Open No. 64-7
2001).

Therefore, the configuration of the toe angle detection device 10A will be explained in detail based on FIGS. 1 and 2. Note that the configurations of the other toe angle detection devices 10B to 10D are similar to the toe angle detection device 1.
Since it is the same as 0A, the explanation will be omitted.

The toe angle detection device 10A is supported by a frame 16 that is movable in the vehicle width direction (arrow a direction) via a guide rail (not shown). A guide rail 18a is provided on the frame 16.
, 18b, a first table 20 is placed which is movable in the vehicle length direction (in the direction indicated by the arrow). Note that the positions of the frame body 16 and the first table 20 are adjusted according to the width and length of the vehicle 12 to be measured.

On the first table 20, there are guide rails 22a122b.
A second table 24 that can be displaced in the vehicle width direction (direction of arrow a) is placed thereon. Note that the second table 24 is for correcting a positional deviation when the vehicle 12 enters the toe angle detection device 10A. A support shaft 26 is supported on the second table 24 via a bearing 28 so as to be rotatable in the direction of arrow C. A rotary encoder 30 for detecting the rotation angle of the support shaft 260 is connected to the lower end of the support shaft 26 via a bracket 32.

A third table 36 is placed on the second table 24 and is rotatable in the direction of arrow C via a bearing 34 . Here, a gear 37 is provided on the outer periphery of the outer member 35 of the bearing 34 fixed to the third table 36. On the other hand, a motor 41 is fixed to the second table 24 via a deceleration mechanism 39, and a gear 43 connected to the front deceleration mechanism 39 meshes with the gear 37. Also, the second
A brake cylinder 40 is attached to the table 24 via a bracket 38, and a brake plate 44 attached to the cylinder rod 42 of the cylinder 40 is attached to a third
The third table 36 is configured to be pressed against the table 36 to prevent rotation of the third table 36 with respect to the second table 24 .

On the third table 36 are guide rails 46a and 45b.
A pair of opposing wheel clamping means 48a and 48b are mounted through. These wheel clamping means 48a
, 48b are connected by a pantograph mechanism 50, and are configured to be able to approach and separate from each other symmetrically around the support shaft 26 under the action of a driving cylinder 51. The wheel clamping means 48a includes a support member 52a that is bent into an oval shape, and a bracket 56a that is movable in the direction of arrow d along a guide rail 54a provided on a vertically extending side surface of the support member 52a. and the bracket 56
Two clamp rollers 58a and 60 attached to a
a, and a lifting cylinder 62a for the bracket 56a. In this case, clamp rollers 58a and 60a
As shown in FIG. 2, they are arranged so as to be in contact with the side surface of the tire 64 of the wheel 14A in a substantially V-shape. Note that since the wheel clamping means 48b is configured in the same manner as the wheel clamping means 48a, b is added to the same reference numerals and the explanation thereof will be omitted.

Further, on the third table 36, a guide rail 66a,
A wheel holder 68 is mounted via 66b so as to be movable in the direction of the arrow. A support shaft 72 is supported on the wheel holder 68 via a bearing 70 so as to be rotatable in the direction of arrow C, and wheel support rollers 76a, 76b are mounted on the support shaft 72 via a bracket 74. is retained.

On the other hand, a fourth table 78 is placed on the upper end of the support shaft 26, and a guide rail 80 is placed on this fourth table 78.
A toe detection means 82 is provided via a and 80b. The toe detection means 82 includes a support member 84 that is bent into an abbreviated shape.
A driving cylinder 85 displaces the supporting member 84 in the direction of the arrow along the guide rails 80a and 80b, and a driving cylinder 85 displaces the supporting member 84 in the direction of the arrow, and a driving cylinder 85 displaces the supporting member 84 along the guide rail 86 extending in the vertical direction. 'i') A bracket 88 that can be displaced in the direction of arrow d by a handler 87, and two sets of detection units 90a and 90 that are attached to the bracket 88.
It has b.

In this case, the detection units 90a and 90b are mounted on the fifth table 9, which is displaceably mounted to the bracket 88 in the direction of arrow d.
4, and this fifth table 94 has two tenth-ra 1
02 and the 20th-ra 104 are installed. The tenth layer 102 extends from the rim flange 100b to the rim upper surface portion 10.
Transferred above 0a, 20th-ra 104 is rim flange 1
They are arranged to be transferred along 00b.

FIG. 4 shows the configuration of the steering mechanism 110 of the vehicle 12 to which the wheel inclination angle adjusting method according to the present embodiment is applied. In the figure, a steering mechanism 110 includes a steering wheel 112, a steering shaft 114, a pinion 116, a tie rod 120 having a rack 118 that engages with the pinion 116, and a tie rod 120.
The tie rod ends 122a and 122b connect each end of the wheel 20 and the wheels 14A and 14B. Furthermore, tie rod 120 and tie rod ends 122a, 122b
are connected by tie rod adjustment members 128a and 128b, respectively. In addition, the steering wheel 112
, a spoke angle measuring device 13 is used as a so-called level that measures the inclination angle of the spoke 130 with respect to the horizontal direction.
2 is installed.

Next, the toe angle detection device 10A configured as described above.
A method of adjusting the toe angles of the wheels 14A and 14B using wheels 10D to 10D will be explained.

First, after displacing the toe angle detection devices 10A to 10D in the directions of arrows a and b according to the width and length of the vehicle 12 to be measured, the vehicle 12 is caused to enter and each axle 14A to 14D is set to the toe angle. It is placed on the wheel support rollers 76a, 76b of the detection devices 10A to 10D (see FIG. 3).

In this case, the toe angle detection devices 10A to 10D are displaced in the direction of arrow a via the second table 24 according to the error in the entry position of the vehicle 12, and the wheels 14A to 14D are
Wheel support rollers 76a,
Positioning is completed by deflecting 76b.

Next, the driving cylinder 51 is driven, and the wheel clamping means 48a and 4'8b are moved to the guide rails 46a, 46b.
relatively close along.

and clamp rollers 58a, 60a and 58b,
60b abuts against the side of the tire 64.

Note that the clamp rollers 58a, 60a and 58b, 6
The height of 0b is adjusted in advance using lifting cylinders 62a and 52b. In this case, the clamp rollers 58a, 6
Since 0a and 58b160b follow the side of the tire 64, the wheel clamping means 48a and 48b rotate around the support shaft 26 via the bearing 34.

Next, the motor 41 connected to the toe angle detection device 10A and IOB is driven while the tire 64 is clamped by the clamp rollers 58a160a, 58b, and 60b. In this case, the rotational driving force of the motor 41 is
After being decelerated by , it is transmitted to the gear 37 via the gear 43, thereby rotating the third table 36. When the third table 36 rotates, the guide rails 46a, 4
Wheel clamping means 48a and 48 engaged with 6b
b also rotates, thereby deflecting the wheels 14A, 14B (first process).

On the other hand, steering due to the deflection of the wheels 14A and 14B
The inclination of the spokes 130 of the wheel 112 is monitored by a spoke angle measuring device 132, and when the spoke angle measuring device 132 detects the horizontal state of the spokes 130,
The operation of the motor 41 is stopped (second step). In this case, the steering wheel 112 includes wheels 14A, 14
Since the vehicle is rotated by the rotation of B and brought into a straight-ahead state, it is accurately set to a straight-ahead state without being affected by the play of the steering wheel 112.

After setting the steering wheel 112 to go straight as described above, the cylinder 40 is driven to press the brake plate 44 against the third table 36, thereby connecting the second table 24 and the third table 36, Fixing wheel clamping means 48a and 48b.

Next, the height of the detection parts 90a and 90b is adjusted by the lifting cylinder 8.
After adjusting according to step 7, drive the driving cylinder 85,
The toe detection means 82 is displaced toward the wheel 14A along the guide rails 80a, 80b. In this case, the 10th lug 102 abuts on the rim upper surface portion 100a, and the 20th lug 104 abuts on the rim flange 100b. Toe detection means 8
When the two detection sections 90a and 90b contact the rim 98, the toe detection means 82 rotates about the support shaft 26 because the detection sections 90a and 90b follow the rim 98. A rotary encoder 30 is connected to the support shaft 26, and the rotary encoder 30 detects the rotation angle of the toe detection means 82, that is, the toe angle that is the deflection angle with respect to the traveling direction of the wheels 14A and 14B. (Third process). In this case, the toe angle is detected not with reference to the tire 64, which has a variable size, but with the rim 98 having a certain accuracy as a reference, so that the toe angle can be detected with extremely high precision.

Next, a correction value is obtained to adjust the toe angle detected as described above to a desired toe angle, and the toe angle is adjusted (fourth step). The toe angle is determined by the tie rod adjustment member 128a in FIG.

Adjustment can be made by rotating 128b in the direction of the arrow. That is, the tie rod adjustment members 128a, 12
By rotating 8b, the tie rod 120 and tie rod end 122a.

122b is displaced, thereby causing the wheel 14
A and 14B are deflected in a predetermined direction.

Adjustment of the toe angles of the wheels 14A and 14B is completed in the above manner. Here, this adjustment is performed on wheels 14A and 14B.
By rotating the steering wheel 112 from the side, the vehicle 12 is adjusted to be in a straight-ahead state.T1 The vehicle 12 adjusted in this manner is driven without being affected by the play of the steering wheel 112. Therefore, the steering wheel 112 does not tilt.

In addition, in the above-mentioned embodiment, the case where the toe angle is adjusted has been described, but the wheel inclination angle adjusting method according to the present invention can be similarly applied to the case where the camber angle is adjusted.

[Effects of the Invention] As described above, according to the present invention, the steering wheel is rotated by deflecting the wheels mounted on a vehicle in the direction of travel of the vehicle, thereby rotating the steering wheel.
After setting the wheel state so that the vehicle is running straight, the inclination angle of the wheel is adjusted to a desired inclination angle. In this case, the play in the steering wheel does not affect the angle of inclination of the wheels, the inclination angle can be adjusted accurately, and the steering wheel does not incline during driving. Vehicles can be provided.

[Brief explanation of drawings]

FIG. 1 is a front partial sectional view showing a toe angle detection device to which an embodiment of the wheel inclination angle adjustment method according to the present invention is applied, and FIG. 2 is a side view of the toe angle detection device shown in FIG. 1. 3 is a perspective explanatory view of a vehicle installed with respect to the toe angle detection device shown in FIGS. 1 and 2, and FIG. 4 is an implementation of the wheel inclination angle adjusting method according to the present invention. FIG. 2 is a configuration explanatory diagram of a steering mechanism to which the example is applied. OA to IOD... Toe angle detection device 2... Vehicles 4A to 14D... Wheel 0... Rotary encoder... Motors 8a, 48b... Wheel clamping means 4... Tire 2... Toe detection means Qa, 9Qb...detection section 8...rim 12...steering wheel

Claims (1)

[Claims] (1) A first step of deflecting a wheel mounted on a vehicle in the direction of travel of the vehicle; a second step of detecting the state of a steering wheel that rotates due to the deflection of the wheel; and a state of the steering wheel. A wheel inclination angle adjustment characterized by comprising: a third step of detecting the inclination angle of the wheel when the vehicle indicates a straight-ahead state; and a fourth step of adjusting the inclination angle to a desired inclination angle. Method.