JPH08166329A - Stability adjusting method of vehicle - Google Patents

Abstract

PURPOSE: To obtain a stability adjusting method in which a stability is adjusted with good accuracy by a method wherein a force acting on the direction of a shaft at every roller for one roller pair is measured, the sum of a force by a toeing operation and a prior steering operation is detected and the sum of a camber thrust and a conicity is detected. CONSTITUTION: One pair of rollers 60, 62 whose shaft is directed to the right and left directions and which are arranged in parallel are supported by a support frame for a movement base 54 so as to be rotatable. The rollers 60, 62 are of the same constitution, and they are constituted in such a way that an outer tube 60A is turned together with an inner tube 60B so as to be moved to the direction of the shaft at a time when a force acts on the direction of the shaft and that a beam part 60C is warped. Then, wheels for a vehicle are placed on the rollers 60, 62, a force acting on the direction of the shaft at the rollers 60, 62 is measured at a time when the rollers are turned forward and reversely one wheel by one wheel, the sum of a force by a toeing operation and a prior steering operation and the sum of a camber thrust and a conicity are detected on the basis of the direction and the magnitude of the force acting on the direction of the shaft at every roller for one roller pair, and a stability is adjusted.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle stability adjusting method, and more particularly, to adjusting the stability by using a vehicle stability measuring device for measuring the stability indicating the stability of the vehicle. The present invention relates to a vehicle stability adjustment method.

[0002]

2. Description of the Related Art Regarding the stability when a vehicle travels, the toe angle and the camber angle provided on each wheel play an important role. In the conventional adjustment method using an alignment tester, it is common to measure the angle and size of each wheel and adjust each angle to a target value set by the automobile manufacturer.

Therefore, the present applicant has already proposed a technique in which a stability measuring device is provided with a center line, each wheel is rotated to measure the stability, and the stability is adjusted based on the measured value. (Japanese Patent Application No. 5-32284
No. 7).

Further, as a means for measuring the force generated on the wheels, a method in which the wheels are installed on a flat belt or one large diameter drum and rotated is conventionally used.

However, the technique described in Japanese Patent Application No. 5-322847 adjusts the wheel alignment of the vehicle so that the lateral force generated on the wheels is zero.
When adjusting a wheel having a large conicity component force such as one-sided wear during use of the tire, there is a problem that the alignment cannot be adjusted properly. In addition, when the wheels are rotated on the two rollers and the lateral force generated at that time is measured, the force of the canvas last component cannot be effectively detected.

Furthermore, on a flat road surface or on one drum, the canvas last and the force of the conicity component cannot be detected separately unless the camber angle is set to zero.

Further, in the case where two kinds of wheels in which the price tear force is generated are opposite to each other are mounted on the vehicle, the conventional alignment tester for measuring and adjusting the angle ensures steering bending and vehicle running stability. I can't solve the problem.

The present invention has been made to solve the above-mentioned problems, and the accuracy can be obtained by detecting the sum of the force by the toe and the plier steer, the sum of the canvas last and the conicity, the canvas last, or the conicity. It is an object of the present invention to provide a stability adjustment method capable of adjusting stability.

[0009]

In order to achieve the above object, a first invention is a roller pair in which at least one roller is rotatably drivable and arranged such that respective rotation axes are parallel and oriented in a horizontal direction. A plurality of rollers are arranged so that the rotation axes of the rollers are oriented in the vehicle width direction, each wheel of the vehicle to be measured is placed on the roller pair, and the rollers are rotationally driven to rotate the wheels one by one. At times, the direction and magnitude of the force acting in the direction of the rotation axis of each roller are measured for each roller pair, and the toe is calculated based on the direction and the magnitude of the force acting in the direction of the rotation axis of each roller in one roller pair. The sum of the force due to the force and the pliers steer, and the sum of the canvas last and the conicity are detected, and the stability is adjusted based on the detected value.

According to a second aspect of the present invention, the rotation axes are arranged so that they are parallel to each other and oriented in the horizontal direction, and at least
A plurality of roller pairs in which one roller can be rotationally driven are arranged so that the rotation axis of the roller faces the vehicle width direction, each wheel of the vehicle to be measured is placed on the roller pair, and the rollers are rotationally driven. For each roller pair, the direction and magnitude of the force acting in the direction of the rotation axis of each roller when the wheels are rotated forward and backward are measured for each roller pair, and the force acting in the direction of the rotation axis of each roller in one roller pair is measured. Based on the direction and the magnitude, the sum of the force due to the toe and the plier steer, the canvas last, and the conicity are detected, and the stability is adjusted based on the detected value.

[0011]

According to the first aspect of the invention, the roller pairs are arranged such that the respective rotation axes are parallel and oriented in the horizontal direction, and at least one roller is rotatably driven so that the rotation axis of the rollers is oriented in the vehicle width direction. A plurality of wheels are arranged and each wheel of the vehicle to be measured is placed on the roller pair. Next, the direction and magnitude of the force acting in the rotation axis direction of each roller when the rollers are driven to rotate forward and backward one by one are measured for each roller pair.

Here, the force due to the toe is a force that changes when the toe angle of the vehicle is changed, and the price tear is a force generated by deformation of plies such as a belt forming a tire, which normally rotates the roller. When these rollers are rotated in the reverse direction, these forces act in opposite directions in the direction of the rotation axis of each roller, but if the rotation direction of the roller is the same, these forces have the same direction and the same magnitude.

The camber thrust is a force generated by the addition of a camber angle. When the rollers are rotated in the normal direction or the reverse direction, the force acts in the direction opposite to the rotation axis direction of each roller. If the directions are the same, these forces have the same magnitude and the directions are opposite.

Conicity is a force due to the non-uniformity of tires other than plysteer. When the rollers are rotated in the forward or reverse direction, the force acts in the same direction in the direction of the rotation axis of each roller. Are the same, these forces have the same direction and magnitude.

Therefore, the sum of the force due to the toe and the plysteer, the camber thrust, and the conicity can be detected separately from the direction and magnitude of the force acting in the direction of the rotation axis of each roller.

Therefore, in the first invention, the sum of the force by the toe and the pliers steer and the sum of the canvas last and the conicity, that is, the two forces are detected separately, and the stability is adjusted based on the detected value. .

By adjusting the sum of the force due to the toe and the pliers steer to 0, the total toe-in can be made almost 0. Therefore, after adjusting the sum of the force due to the toe and the pliers steer to 0, the toe angle is adjusted so that the sum of the force due to the toe and the pliers steer reaches a predetermined value. The amount of toe-in can be added to the wheels.

In the second aspect of the invention, the sum of the force due to the toe and the plier steer, the canvas last, and the conicity, that is, the three forces are detected separately, and the stability is adjusted based on the detected value.

At this time, regarding the canvas last and the conicity, the left and right wheels are totally considered, the total toe-in amount is determined by the total canvas last amount, and the thrust angle can be corrected by the total conicity.

[0020]

Embodiments of the present invention will now be described in detail with reference to the drawings. 1 and 2 show an embedded type vehicle stability measuring device. This stability measuring device is provided with four mounting tables 12 each having a pair of rollers arranged so that their respective rotation axes are parallel and are oriented in the horizontal direction.

Since the four mounting tables 12 shown in FIG. 1 have the same structure, only one mounting table will be described.
As shown in FIG. 1, the mounting table 12 includes a rectangular base plate 42. A pair of left and right slide guide rails (not shown) extending in the left and right direction (the mounted vehicle width direction) are fixed to the base plate 42, and the left and right slide guide rails are attached to the left and right slide guide rails. A left and right moving base 50 is attached which is movable only along the direction.

The left and right moving table 50 is arranged in parallel and extends in the direction orthogonal to the left and right slide guide rails, that is, in the front and rear direction.
Is fixed, and a front-rear moving base 54 that is movable only in the direction along the front-rear slide guide rail is attached to the front-rear slide guide rail.

As shown in FIG.
The support frame 56 is fixed, and the support frame 56 rotatably supports a roller pair 64 including a pair of rollers 60 and 62 whose rotation axes are arranged in parallel in the left-right direction.

Since the rollers 60 and 62 have the same structure, one roller 60 will be described with reference to FIG. 4. The roller 60 is an outer cylinder 60A and an inner cylinder 60B concentrically arranged with the outer cylinder 60A. , And the outer cylinder 60A and the inner cylinder 60
It is configured by a plurality of beam portions 60C which are strain generating portions that connect B to each other. The inner cylinder 60B is rotatably supported by the support frame 56 so as not to move in the rotation axis direction, and the outer cylinder 60B.
A is configured to rotate together with the inner cylinder 60B and to move in the rotation axis direction when a force acts in the rotation axis direction to distort the beam portion 60C. A strain gauge 68 is attached to each of the beam portions 60C.

An output shaft of a motor 66 for rotating the roller 62 in the forward and reverse directions is fixed to one end of the inner cylinder of the roller 62.

According to this roller 60, the roller 60
When a force is applied in the direction of the rotation axis of, the beam portion 60C is distorted, and the strain is converted into an electric signal by the strain gauge 68. Therefore, the direction and magnitude of the force acting in the direction of the rotation axis of the roller 60 can be detected from this electric signal.

Each of the strain gauges 68 provided on each roller is connected to a personal computer 70. The personal computer 70 is connected to the CRT 72 for displaying measured values and the like, and is also connected to each of the motors 66.

The surface of this roller is constructed so that the coefficient of friction is substantially equal to the coefficient of friction of the road surface by knurling or by sticking resin having an uneven surface. Since there are road surfaces with various friction coefficients in various countries around the world, it is preferable to use a roller having a friction coefficient that matches the friction coefficient of the road surface on which the measurement vehicle travels.

Although not shown in the drawings, each of the above-mentioned mounting bases has a lock means for fixing the left / right moving base 50 at a predetermined position on the left / right sliding guide rails, and the front / back moving base 54 for the front / back sliding guides. Locking means are provided for locking in place on the rail.

Reference numeral 15 is a transition plate, which is preferably constructed so as to be extendable and contractible. Further, 80 is a center line for aligning the center of the stability device with the center of the vehicle.

In this embodiment, the stability is adjusted by adjusting the alignment based on the lateral force generated when the wheel rotates, that is, the magnitude and direction of the force acting in the rotation axis direction of each roller. I have to. As the lateral force, as shown in FIG. 4, there are four forces of toe force, plysteer, camber thrust, and conicity.

The force due to the toe is a force that changes when the toe angle of the vehicle is changed. As shown in FIG. 5A, when the roller pair is rotated in the normal direction or the reverse direction, the force is applied to each roller in the opposite direction. Force acts on the front side roller 62 and the rear side roller 60 in the same direction and magnitude.

The price tear is a force generated by deformation of a ply such as a belt which constitutes a tire.
As shown in (2), when the rollers are rotated in the normal direction and the reverse direction, the force acts in the opposite direction on each roller, but the force acting on the front roller 62 and the rear roller 60 is also in the direction. The size is also the same.

As described above, since the toe force and the plysteer act as the same lateral force, they cannot be detected separately from the force acting on the rotation axis of each roller.

The camber thrust is a force generated by the addition of a camber angle. As shown in FIG. 5C, when the rollers are rotated in the normal direction or the reverse direction, the forces cause the rollers to move in opposite directions. Although acting, the forces acting on the front roller 62 and the rear roller 60 have the same magnitude, but the directions are opposite. Further, the sum of the forces acting when the front roller 62 is rotated in the normal direction and the sum of the forces acting when the rear roller 60 is rotated in the normal direction are both 0. Therefore, it can be detected as a moment component.

Conicity is a force due to the non-uniformity of the tire other than the plysteer, and the tire's rolling radius may differ between the tread ends, or the tire may run and have uneven wear. There is a force constantly generated in the direction. As shown in FIG. 5 (4), even if the rollers are rotated in the normal direction or the reverse direction, the force acts in the same direction on each roller by this force, and the force generated between the front roller 62 and the rear roller 60 is The direction and size are the same. Although the conicity is small when the tire is new, the conicity becomes large when the tire is unevenly worn, especially one-sidedly worn.

Since the force by the toe and the plysteer cannot be distinguished from each other, the sum of the force by the toe and the plysteer F1
When expressed as, the sum of the force by Toe and the price tear F1, camber thrust F2, conicity F3
Is expressed by the following equations (1) to (3).

F1 = {(F_A+ F_C)-(F_B+ F_D)} / 2 (1) F2 = {(F_A-F_B) + (F_D-F_C)} / 2 ... (2) F3 = (F_A+ F_B+ F_C+ F_D) / 2 (3) However, F_AIs the axis of rotation when the front roller rotates forward
Force acting in the direction, F _BIs that the front roller has reversed
Force acting in the direction of the rotation axis, F_CIs the rear roller
Force acting in the direction of the rotation axis when rotating forward, F_DIs the rear
This is the force that acts in the direction of the rotation axis when the roller is reversed.
It Each lateral force was positive in the right direction in FIG.

Further, the above equation (1) is converted into the equations (3) and (4) in FIGS.
In the case of, the value is obtained even if the expression (2) is applied to the cases of FIGS. 5 (1), (2), and (4) and the expression (3) is applied to the cases of FIGS. Since each becomes 0, by using the above formulas (1) to (3), the sum F1 of the force due to the toe and the plysteer, the camber thrust F2, the conicity F3
It is possible to distinguish and calculate.

Next, an embodiment of the present invention in which the wheel alignment is adjusted using the above stability measuring device will be described.

First, the vehicle is put into the stability measuring device, and the mounting table 12 is moved so that each wheel of the vehicle is mounted on each roller pair. At this time, the vehicle is not steered by the steering, that is, the steering angle is 0.

Next, the center line provided in the stability measuring device and the center line of the vehicle to be measured are made parallel to each other, and each mounting table is fixed by the locking means. In this state, when the measurement start switch of the stability measuring device is turned on, the measurement / adjustment routine shown in FIG. 6 is executed.

In step 100, the motor of the mounting table on which the specific one wheel is mounted is driven, and the roller is rotated in the normal direction so that the one wheel rotates in the forward rotation direction (direction in which the vehicle travels). Turn over. In the next step 102,
The forces acting in the direction of the rotation axis of each roller, that is, the magnitudes and directions of the forces F _A and F _C are measured by taking in the output of the strain gauges provided on each axis of the roller and performing the calculation. Then, in step 104, the measured value is stored.

In the next step 106, the same wheels as above are rotated in the opposite direction to the above, and in step 108, the magnitudes and directions of the forces F _B and F _D acting in the direction of the rotation axis of each roller are the same as in step 102. And are measured, and the measured values are stored in step 110. In the next step 112,
Stop the roller rotation.

In the next step 114, the above (1)
The calculation of equations (3) to (3) is performed, and the calculation result other than 0 is stored in step 116. As a result, as described above, any one of the sum F1 of the force by the toe and the plysteer, the camber thrust F2, and the conicity F3 is detected separately from the other forces.

In step 118, it is judged whether or not the sum F1 of the force due to the toe and the plysteer F1, the camber thrust F2, or the conicity F3 is detected for all the wheels, and if it is not executed for all the wheels. To return to step 100, the processes of steps 100 to 116 are repeated for the next wheel, and the sum F of the force due to the toe and the plysteer is calculated for all wheels.
The force of 1, the camber thrust F2, or the conicity F3 is detected.

At this time, for example, the right rear wheel, the left rear wheel, the right front wheel, and the left front wheel may be rotated forward and backward one by one to measure the force generated on the roller. It can be in any order.

After measuring all the wheels, in step 120, the magnitude and direction of the target force for wheel alignment adjustment are calculated for each wheel and displayed on the CRT.

The sum of the force by the toe and the price tear F1, camber thrust F2, conicity F3
Is not necessarily the same as the force on the actual road surface, but by correcting by multiplying by an appropriate coefficient according to the type of tire,
It can be properly balanced.

In step 122, the rollers on which the other wheels are mounted are fixed, and the rollers are rotated one by one, so that the force in the direction of the rotation axis acting on the rollers is equal in magnitude and direction to the target force. To adjust the wheel alignment. At this time, the operator may adjust the alignment while confirming that the target force displayed on the CRT and the measured force in the rotation axis direction match.
A personal computer may determine whether the target force and the measured force in the direction of the rotation axis match, and if they match, a buzzer, voice, or the like may be used to notify the adjustment direction. You may do like this.

When the adjustment of one wheel is completed, the rotation of the rollers is stopped, and the rollers of the pair of rollers on which the wheels to be adjusted next are placed are adjusted to adjust the wheel alignment of all the wheels. When it is determined in step 124 that the adjustment is completed, this routine is ended and the vehicle is exited from the apparatus.

In this embodiment, since the three forces are detected separately, it is possible to set the toe-in amount proportional to the amount of canvas last and adjust the thrust angle according to the amount of conicity.

In the above embodiment, the three forces were separated and detected and adjusted, but the sum of the force due to the toe and the plysteer F
1, and the sum of the camber thrust F2 and the conicity F3 may be detected and adjusted. At this time, the sum of the camber thrust F2 and the conicity F3 becomes F _A + F _D.
In this case, the left and right tires have the same direction (in or out) based on the average value of the measured force in the forward and reverse directions.
Make sure that the same amount of force remains. For example, 18
In the case of a 5 / 60R14 tire, a toe-in of 1 mm is added, and a force of about 3.5 kg is generated on the roller.
A target force may be calculated so that a force of about 10.5 kg is generated.

When the sum of the force due to the toe and the plysteer and the sum of the camber thrust and the conicity are separately detected, it is necessary to separately measure the force acting in the rotation axis direction of each roller. Instead, it is sufficient to measure the force acting on a plurality of rollers in total.

Depending on the type of vehicle, the wheel alignment of the rear wheels cannot be adjusted. Therefore, in this case, the wheel alignment is adjusted only for the adjustable wheels.
Also, in order to smoothly perform the above work, Japanese Patent Application No.
The device may be set in combination with the drive-on-lift described in No. 217488.

Further, in the above embodiment, an example in which the motor is attached to the outside of the roller has been described, but a built-in type roller having a motor incorporated inside the roller may be used.

By adjusting the undercarriage of the vehicle according to the above procedure, the optimum condition for the vehicle and the tire can be adjusted. That is, unnecessary force does not act between the road surface and the wheels (tires) when the vehicle is traveling.

As described above, since the wheels are individually rotated and the other three wheels are stopped, it is possible to prevent the vehicle being adjusted on the device from moving, which allows safe and efficient operation. Stability can be adjusted accurately.

[0059]

As described above, according to the first aspect of the invention, the sum of the force due to the toe and the plier steer and the sum of the canvas last and the conicity are detected separately, so that the stability is adjusted accurately. The effect of being able to do is obtained.

According to the second aspect of the invention, since the sum of the force by the toe and the ply steer, the canvas last, and the conicity are separately detected, the stability can be adjusted more accurately. The effect is obtained.

[Brief description of drawings]

FIG. 1 is a schematic side view of a stability measuring device of the present invention.

FIG. 2 is a schematic plan view of a stability measuring device of the present invention.

FIG. 3 is an enlarged view of a mounting table.

FIG. 4 is a sectional view of a roller.

FIG. 5 is an explanatory diagram illustrating four forces acting in a rotation axis direction of a roller.

FIG. 6 is a flowchart of a stability adjustment routine.

[Explanation of symbols]

 12 Mounting table 60 62 Roller

Claims (3)

[Claims] 1. A plurality of roller pairs are arranged such that each rotation axis is parallel and oriented in the horizontal direction, and at least one roller is rotationally drivable such that the rotation axis of the rollers is oriented in the vehicle width direction. Each of the wheels of the vehicle to be measured is placed on the roller pair, and the direction and magnitude of the force acting in the rotation axis direction of each roller when the rollers are rotationally driven to rotate the wheels one by one Is measured for each roller pair, and based on the direction and magnitude of the force acting on the rotation axis direction of each roller in one roller pair, the sum of the force by the toe and the pliers steer, and the sum of the canvas last and the conicity. A stability adjustment method for a vehicle that detects a vehicle and adjusts the stability based on the detected value. 2. A plurality of roller pairs are arranged such that each rotation axis is parallel and oriented in the horizontal direction, and at least one roller is rotationally drivable such that the rotation axis of the rollers is oriented in the vehicle width direction. Each of the wheels of the vehicle to be measured is placed on the roller pair, and the direction and magnitude of the force acting in the rotation axis direction of each roller when the rollers are rotationally driven to rotate the wheels one by one Is measured for each roller pair, and the sum of the force due to the toe and the ply steer, the canvas last, and the conicity are detected based on the direction and the magnitude of the force acting in the rotation axis direction of each roller in one roller pair. , A vehicle stability adjustment method that adjusts the stability based on the detected value. 3. Each roller pair is positioned on the front side of the vehicle.
When the placed roller rotates in the forward direction, the rotation axis direction of the roller
Force acting on F_A, The roller located on the front side of the vehicle
The force acting in the direction of the rotation axis of the roller when it is reversed is F
_B, When the rollers located on the rear side of the vehicle rotate forward,
The force acting in the rotation axis direction of the roller is F _COn the rear side of the vehicle
Rotational axis of the roller when the positioned roller reverses
The force acting in the direction F_DAnd the force of the toe
Sum with Pricetea F1, Canvas Last F2, and
The vehicle according to claim 2, wherein the conicity F3 is calculated by the following equation.
Stability adjustment method. F1 = {(F_A+ F_C)-(F_B+ F_D)} / 2 F2 = {(F_A-F_B) + (F_D-F_C)} / 2 F3 = (F_A+ F_B+ F_C+ F_D) / 2