JPH08334440A - Wheel alignment adjusting method for vehicle - Google Patents

Abstract

PURPOSE: To provide running stability of a vehicle and reduce partial abrasion of tires by adjusting attitude angles of wheels by the sums of camber thrusts and conicities determined by the forces and the directions acting on the drive faces of respective tires in the circulating shaft direction. CONSTITUTION: When respective wheels are mounted on respective tire drive faces 60 of a vehicle alignment measuring device and turned normally/reversely, a force (a lateral force) is acted in the direction of a circulating shaft (a rotary shaft) by the rotating tires so that board pieces 60A move to the left/right direction, namely, the circulating shaft direction. Then, forces F1 , F2 of the whole four wheels in the circulating shaft direction are detected by a sensor 56, the sums Fc of chamber thrusts and cinicities of respective wheels are calculated by an equation (F1 +F2 )/2 Fc , and the sizes and the directions of the adjustment target values (a force to be left) F of the respective wheels are found by an equation F=2A.Fc (A is a constant determined by a friction coefficient of a road surface). In adjusting the wheel alignment, the toe angles or the cambers of the wheels are adjusted one by one in a tolerance range of a design value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle wheel alignment adjusting method, and more particularly, to a force applied between a tire and a road surface and a tire piece generated by running with a camber applied to the wheel. The force generated by the deformation of the tire contact surface (footprint), which causes wear and tear of the tire, which is the development of friction, is measured, and the wheel alignment is adjusted based on the measurement result to improve the running stability of the vehicle and the tire piece. The present invention relates to a vehicle wheel alignment adjusting method for reducing wear.

[0002]

2. Description of the Related Art Generally, a wheel is provided with a camber angle to ensure traveling stability of a vehicle, and a toe angle is provided to prevent one-side wear due to the camber angle. Has been done. Or conversely, a toe angle is provided to balance the forces generated by the front and rear tires of the vehicle to ensure vehicle running stability, and a camber angle is provided to prevent one-sided wear due to the given toe angle. Alternatively, the toe angle and the camber angle are combined to adjust the running stability of the vehicle and the one-sided wear of the tire under the limiting conditions such as the structural size of the vehicle.

Therefore, it is important to adjust the toe angle and the camber angle, which are the attitude angles given to the respective wheels, in order to improve the running stability and the wear resistance of the tire when the vehicle is running. Become.

In the conventional adjustment method using an angle, it is general to measure the angle and size of each wheel and adjust the toe angle and the camber angle so as to reach the target values set at the time of designing the vehicle. .

However, the tire has non-uniformity, and the tire has an angle with respect to the traveling direction due to the difference between the rotating direction of the price tear and the wheel generated due to the internal structure of the tire and the traveling direction of the vehicle. Due to the toe force generated by this, the tire is deformed by the camber applied to the wheels to ensure the running stability of the vehicle, and the camber thrust generated in relation to the rigidity of the tire due to the internal structure of the tire, and as an industrial product There is a characteristic called conicity that is caused by an inherent manufacturing error in shape, and these characteristics differ depending on the type of tire.

Therefore, in order to meet the demands for higher speed and higher straight running stability of the vehicle, a more precise adjusting method for providing running stability and one-sided abrasion resistance is required.
In order to achieve this, it is necessary to establish an adjustment method based on the tire characteristics.

As a conventional adjusting method focusing on the characteristics of tires, a wheel is driven by using two or more roller pairs, each force generated on the rollers is measured, and a toe angle and a toe angle are measured based on the direction of the measured force. A technique for measuring the camber angle is known (Japanese Patent Publication No. 51-1868).

However, it has been confirmed that the force generated when the tire comes into contact with the road surface varies depending on the contact shape between the tire and the road surface, and the contact shape between the tire and the roller is regarded as a substantially flat surface. Since the shape of the contact with the road surface that can be made is significantly different, the characteristics of the generated force are also different on the roller and on the road surface.

That is, although the force generated on the roller is similar in directionality with respect to the plysteer and the lateral force due to imparting the toe angle, the posture angle and the magnitude of the force are greatly different, and the camber thrust can hardly be detected.

Therefore, in the above-mentioned prior art, the measured wheel angle shows a value different from the actual road surface, and in order to correct the measured angle to the road surface angle, the characteristics of each tire are expressed. Since data is required, it is not practically versatile. Further, no technical presentation has been made as to what angle the posture angle should be adjusted to be optimal.

Further, there is known a technique for driving stability by driving a wheel by a plurality of rollers so that the generated lateral force is substantially zero (Japanese Patent Laid-Open No. 7-507).
No. 6). In this technology, when the generated lateral force is set to 0,
A cambered wheel gives the wheel an attitude angle that generates a force in the direction opposite to the direction of the camber thrust. However, the rolling of the wheel causes the deformation of the ground contact surface to become larger than that in a stationary state, which causes one-sided wear of the tire.

That is, a force is generated in the tire with a different generation mechanism, and although the force varies depending on the characteristics of the tire, conventionally, the vehicle is actually driven to reduce one-side wear and to stabilize the running. The angle obtained empirically by adjusting to an angle that does not impair the sex, adjusting to cancel the forces to the minimum (nearly 0), minimizing only a specific force (nearly 0), or obtained by some method. Each method has its problems because it is a method of adjusting to. Therefore, it is not a method that can be used for combining various vehicles with various tires. Further, conventionally, there has been no known method that solves how to adjust which characteristic can achieve both high-speed running stability of a vehicle and reduction of tire wear on one side.

The present invention has been made in view of the above points and has been made in order to solve the above problems. By relating forces having different generation mechanisms to each other, the running stability of the vehicle and the tire pieces can be reduced. An object of the present invention is to provide a wheel alignment adjusting method for a vehicle that can achieve both reduction of wear and wear.

[0014]

In order to achieve the above object, the present invention provides at least a pair of tire driving surfaces which are arranged such that the circulation traveling directions by the circulation driving are parallel and are located on substantially the same horizontal plane. Each of the wheels of the vehicle to be adjusted is placed on the wheel, and when the tire driving surface is circulatively driven to rotate the wheels in the forward and reverse directions, the tire driving surface acts in the circulation axis direction orthogonal to the circulation traveling direction. The magnitude and direction of the force to be measured for each tire driving surface, the wheel based on the sum of camber thrust and conicity determined based on the magnitude and direction of the force acting in the circulation axis direction on each tire driving surface. The attitude angle is adjusted.

The tire driving surface of the present invention can be formed by connecting a plurality of plate pieces that are continuously driven to circulate in the circulating direction.

Further, the magnitude of the force acting in the circulation axis direction when the wheel is normally rotated is F1, the magnitude of the force acting in the circulation axis direction when the wheel is reversely rotated is F2, and the road surface on which the vehicle is traveling. Where A is the coefficient determined by the friction coefficient of
It is effective to adjust the attitude angle of the wheel so that the magnitude F of the force acting on the tire driving surface in the circulation axis direction is as follows.

F = 2A · Fc where Fc is the sum of the camber thrust and conicity determined by the following equation.

Fc = (F1 + F2) / 2

[0019]

The principle of the present invention will be described below. Price tear is a force that is generated by the internal structure of the tire and tries to roll at a certain angle with respect to the tire rotation direction.
This is the force generated by the structure of the radial tire. Therefore, considering the case of giving a slip angle (toe angle) to the tire, when the toe angle is given in the same direction as the price tear, the price tear becomes a value that adds the force due to the toe, and the toe angle is the ply angle. When applied in the opposite direction of the steer, the price tear is the value obtained by subtracting the force of the toe. For this reason, when the front wheels and the rear wheels are parallel to each other, the vehicle has its front axle and rear axle oriented in a direction in which the forces generated by the symmetrically mounted wheels move in a balanced direction. Generate force. At this time, the wheels that are axisymmetrically attached to the vehicle body with respect to the vehicle body center line or the geometrical center line will travel at an angle different from the angle corresponding to this center line during actual traveling.

Further, when the front wheels and the rear wheels are not parallel to each other, the traveling direction of the front wheels is different from the traveling direction of the rear wheels, and the difference in the force between the front wheels and the rear wheels acts on the vehicle body. At the same time, it affects how the force of the tire and the road surface acts on the tire contact surface.

The camber thrust generated by applying the camber angle to the wheels is generated by the left-right difference in the ground contact pressure in the tire axial direction. Conicity is a force that is caused by the asymmetry of the shape of the tire with respect to the axle direction and causes a left-right difference in the ground contact pressure in the axle direction. Further, the price tear and the camber thrust have load dependency, and the magnitude of the force generated by the load acting on each wheel is also different.

Therefore, in order to improve the running stability of the vehicle, the forces acting between the tires and the road surface as a result of combining the respective forces described above are minimized between a plurality of tires supporting the vehicle. Need to be balanced at. On the other hand, it is understood that the one-sided wear due to the camber of the tire occurs because the left or right of the road surface is prematurely worn due to the left-right difference in the tire ground contact pressure in the axle direction. Therefore, in order to minimize the one-sided wear due to the camber, it is necessary to balance the tire ground contact pressure with a force that does not depend on the camber.

From the above, in order to minimize the left-right difference in tire contact pressure in the cross-sectional direction of the tire, which is the cause of camber thrust, the camber angle is set to 0 or the shape of the tire contact surface (footprint). ) Is deformed so that the ground surface is evenly grounded to the road surface.

When the camber angle is 0, there is no left / right difference in the tire ground contact pressure due to the camber angle due to the structure of the axle, or the left / right difference in tire ground contact pressure due to the camber due to conicity. If there is a cancellation, the left and right differences in tire ground contact pressure due to camber do not occur, but if a camber angle is required due to the vehicle structure, the shape (footprint) of the tire ground contact surface above will be modified. Therefore, it is necessary to adopt a method of uniformly contacting the ground surface with the road surface.

The present invention has been made by paying attention to the mechanism of the camber thrust generation as described above, and is arranged so that the circulation traveling directions by the circulation drive are parallel and are located on substantially the same horizontal plane. Each of the wheels of the vehicle to be adjusted is placed on at least a pair of tire driving surfaces, and when the tire driving surfaces are cyclically driven to rotate each wheel in the forward and reverse directions, the circulation is orthogonal to the circulation traveling direction of the tire driving surfaces. The magnitude and direction of the force acting in the axial direction is measured for each tire driving surface.

In the present invention, since the wheel is placed on the tire driving surface to measure the force, it is possible to measure the force equivalent to the force acting on the actual road surface.

The tire driving surface can be formed by a plurality of plate pieces that are continuously circulated and driven in the circulation direction, or can be formed by a belt.

Then, the toe angle, which is one of the attitude angles of the wheels, is adjusted based on the sum of the camber thrust and the conicity which are determined based on the magnitude and direction of the force acting in the circulation axis direction on each tire driving surface. To do.

As a result, a toe angle for generating a force corresponding to the camber thrust is applied in the direction of the camber thrust, and the tire is deformed in the opposite direction while the camber thrust is generated. By increasing the tire contact pressure on the contact surface side opposite to the contact pressure increasing side, the left-right difference in tire contact pressure can be minimized, and one-sided wear due to the camber can be minimized.

Contrary to the above, the toe angle can be fixed and the camber angle can be adjusted in the same manner as described above, but the degree of freedom in adjusting the camber angle is often not great, and the running stability of the vehicle is stable. Not effective as it has a large effect on sex.

In the present invention, it is effective to adjust the lateral force generated when the wheel rolls to 2A times the sum of camber thrust and conicity (A is a coefficient determined by the friction coefficient μ of the road surface). This is equivalent to setting the force other than 2A times the sum of the camber thrust and the conicity to 0, in other words, the criterion of the toe angle is the angle that minimizes the force by the price tear (approximately 0). That is. By using the angle that minimizes the price tear as a reference for alignment, it is possible to avoid that the traveling direction of the vehicle during actual traveling differs from the traveling direction when the alignment (toe angle) is set, and to minimize the effect of camber. Therefore, it is possible to avoid changing the toe angle given to the road surface during actual traveling, and to realize the performance as set.

By making the above adjustments, the vehicle can travel with high stability in balance with the tire characteristics while realizing the reduction of one-sided wear due to the camber.

[0033]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings. 1 and 2 show a vehicle wheel alignment measuring device used in this embodiment. The wheel alignment measuring device includes a mounting table 12 that is lifted and lowered by the main lifting device 10 and a vehicle pedestal 16 that is lifted and lowered by the auxiliary lifting device 14 with the mounting table 12 as a reference. Four tire driving devices 18 for rotating and driving each wheel are attached to the mounting table 12. The four tire driving devices 18 include a pair of tire driving devices for rotationally driving the front wheels and a pair of tire driving devices for rotationally driving the rear wheels.

Four tire driving devices 1 shown in FIGS.
Since each of 8 has the same configuration, only one tire driving device will be described. As shown in FIGS. 3 (1) and 3 (2), the tire driving device 18 includes a pair of left and right slide guide rails 44 fixed to the mounting table 12 so as to extend parallel to the width direction of the vehicle 20, that is, the left and right directions. I have it.

The left and right slide guide rails 44 have a groove formed in the lower surface for fitting the left and right slide guide rails 44, and a pair of left and right movements that can move only in the direction along the left and right slide guide rails 44. The member 50 is fitted.

A force sensor mounting plate 52 is arranged above the left and right moving member 50. A pair of front and rear slide guide rails 54 are fixed to the bottom surface of the force sensor mounting plate 52 so as to extend in a direction orthogonal to the left and right slide guide rails 44, that is, parallel to the vehicle front and rear direction.

Grooves are formed on the upper surface of the left and right moving member 50 in a direction orthogonal to the left and right slide guide rails 44. The left / right moving member 50 is fitted in the front / rear slide guide rail 54 in the groove so as to be movable only in the direction along the front / rear slide guide rail 54 fixed to the bottom surface of the force sensor mounting plate 52.

As shown in FIG. 5, the force sensor 56 fixed to the upper surface of the force sensor mounting plate 52 is provided with a pair of force measuring beams 56A having a force detecting element such as a strain gauge or a load cell. The force measurement beam 56A is fixed inside the rectangular frame 56C so that its length direction is oriented in the vehicle front-rear direction, and is connected to each other at an intermediate part by a connecting plate 56B.

The rectangular frame 56C is provided with four screw holes for mounting to the force sensor mounting plate 52, and the connecting plate 56B is mounted on the bottom surface of the frame 58 for supporting the endless track 60 in a circulating drive manner. 4 screw holes are formed. Then, the force sensor 56 is screwed to the force sensor mounting plate 52.
Is fixed to the upper surface of the frame and the bottom surface of the frame 58.

A drive shaft 60B and a driven shaft 60C are rotatably supported by the frame 58 in parallel and rotatably over the side plate of the frame 58. An output shaft of a motor 62 for rotationally driving the drive shaft 60B in forward and reverse directions is connected to the drive shaft 60B. In addition, the drive shaft 60B and the driven shaft 60C are connected to each other in the width direction by a plurality of elongated plate pieces 60A having a length which exceeds the width of the tire and which does not enter the groove of the tread pattern of the tire. The endless track 60 configured as described above is spanned so that the plate piece 60A has a length direction oriented in the vehicle left-right direction.

As shown in FIG. 4, a cylindrical or prismatic lateral force transmitting member 6 is formed on the inner surface of the endless track of each plate piece 60A.
0E is fixed. Further, the load receiving plate member 60F is fixed so as to straddle the side plate of the frame 58,
The roller pedestal 60 is provided on the upper surface of the load receiving plate member 60F.
G, 60H, and 60I are fixed.

A pair of lateral force receiving rollers 60J is rotatably supported on the upper surface of the roller cradle 60H with a gap allowing the lateral force transmitting member 60E to pass therethrough.

Further, on each of the upper surfaces of the roller pedestals 60G and 60I, a large number of load receiving small rollers 60D for supporting the plate piece 60A between the drive shaft 60B and the driven shaft 60C are provided horizontally in parallel with the main drive shaft. It is rotatably supported around the axis.

Therefore, the plate piece 60A of the endless track 60 is supported by the large number of load receiving small rollers 60D, and forms a tire driving surface for circulating the wheels on the upper surface of the tire driving device 18.

As shown in FIG. 2, the tire driving device 1 described above.
Each motor 62 of 8 is connected to a data processing device 70 which is configured of a personal computer or the like so that the rotation direction can be controlled, and each force sensor 56 of the tire driving device 18 is connected to the data processing device 70 so that a detection value can be input. Has been done. The data processing device 70 is connected to a display device 72 including a CRT or the like for displaying the value detected by the force sensor 56, the magnitude of the force to be adjusted, and the like.

According to this tire driving device 18, when the motor 62 is rotated, the endless track 60 is circularly driven with the direction orthogonal to the main drive shaft as the circulation traveling direction and the main drive shaft and the slave drive shaft as the circulation shafts. . The pair of tire driving surfaces on which the front wheels are mounted and the pair of tire driving surfaces on which the rear wheels are mounted have parallel circulation directions, and the tire driving surface on which the front wheels are mounted and the rear wheels. The traveling direction of the tire is the same as that of the tire driving surface on which is mounted.

As a result of the tire driving device 18 having the above-described configuration, the tire driving surface 60 is movable in the left and right directions along the left and right sliding guide rails 44 and along the front and rear sliding guide rails 54. By moving the tire driving surface 60 in the front-rear direction and the left-right direction and locking it by a locking means (not shown), the position of each tire driving surface 60 can be adjusted to a position according to the vehicle type. .

FIG. 6 shows a stopper for supporting the vehicle mounted on the wheel alignment measuring device of the vehicle so as not to move. This stopper 80 is
An attachment 78 is attached to a pivot 74 provided on the suspension device lower arm 76. The fixture 78 is
As shown in FIG. 6C, a pair of rack gears 84 each having a pivot 74 formed at one end or a clamp 82 clamped in the vicinity of the pivot 74 and the other end housed in a cylinder 88, and a rack gear 84 in the cylinder 88. And a pinion gear 86 meshed with 84. This attachment 78
Since the rack gear 84 and the pinion gear 86 which are meshed with each other are provided, the gap between the clamps 82 can be adjusted by moving the rack gear 84 in the length direction.

The middle portion of the fixture 78 is held by a clamp 96 formed at one end of the support rod 94. The other end of the support rod 94 is attached to a base 90 slidably attached to the slide rail 98 along the slide rail 9.
It is rotatably supported about the fulcrum 92 only in a plane orthogonal to the length direction of the No. 8. The base 90 can be fixed at any position in the length direction of the slide rail 98.

A wheel is placed on each of the tire driving surfaces of the tire driving device of the above-described vehicle alignment measuring device, and one of the wheels is rotated by the tire driving device, and a force acts in the circulation axis direction by the rotating tire. Then, this force moves the plate piece 60A in the left-right direction, that is, in the circulation axis direction. By the movement of the plate piece 60A, the frame 5 is passed through the lateral force transmitting member 60E, the lateral force receiving roller 60J, the roller receiving base 60H, and the load receiving plate member 60F.
8 is moved in the circulation axis direction, and the connecting plate 56B is moved in the circulation axis direction. The movement of the connecting plate 56B deforms the force measurement beam 56A, and the magnitude and direction of the force in the circulation axis direction can be detected.

The force that can be detected is the lateral force generated when the wheels rotate, that is, the force that acts in the direction of the circulation axis of each tire driving device. As this lateral force, as shown in FIG. , Pricetea, Camber Thrust,
There are four powers of conicity.

In FIG. 7, the right direction is positive, the magnitude of the force f1 generated when the wheel is normally rotated is F1, and the magnitude of the force f2 generated when the wheel is reversely rotated is F2.
If the force f1 is + and the force f2 is +, the force f1 is + and the force f2 is − when the force f1 is + and the opposite side is −. , Force f
When 1 is − and the force f2 is +, the force f1 may be − and the force f2 may be −.

The force due to the toe is a force that changes when the toe angle of the wheel is changed. As shown in FIG. 7 (1), the case where the wheel is normally rotated by the tire driving device and the case where the wheel is rotated reversely are used. And the force acts in the opposite direction.

The price tear is a force generated by deformation of plies such as a belt constituting a tire.
As shown in (2), the force acts in the opposite direction when the wheel is normally rotated and when the wheel is reversely rotated.

The camber thrust is a force generated by the addition of the camber angle, and as shown in FIG. 7C, the force is applied in the same direction when the wheel is normally rotated and when it is reversed. To work.

Conicity is a force due to the non-uniformity of the tire other than the plysteer, and the rolling radius of the tire is different at both ends of the tread, or the tire is running and has uneven wear. There is a force constantly generated in the direction, and as shown in FIG. 7 (4), the force acts in the same direction even if the wheel is rotated in the normal direction or the reverse direction.

The force generated when the tire rolls on the tire driving surface on the ground is the sum F of the toe force and the price tear shown in the following equation (1) from FIGS. 7 (1) and 7 (2).
From t and FIGS. 7 (3) and 7 (4), it can be separated into the sum Fc of the camber thrust and conicity shown in the following equation (2).

(F1-F2) / 2 = Ft (1) (F1 + F2) / 2 = Fc (2) As can be understood from FIGS. 7 (1) and 7 (2), the forward direction Since the direction of the force acting in the reverse direction is opposite to that in the reverse direction (1)
The sum Ft in the equation is a force that is reversed by the rotation direction,
As can be understood from FIGS. 7 (3) and 7 (4), the sum Fc is a force generated in the same direction regardless of the rotation direction.

The sum Ft is determined by the mutual relationship between the magnitude and direction of the force generated by the posture angle (toe angle) given to the internal structure of the tire and the rotation direction of the wheel, and the sum Fc is the wheel. Is determined by the mutual relationship between the posture angle given to the vertical direction and the magnitude and direction of the force generated by the shape error of the tire product.

Next, a method for adjusting the wheel alignment using the wheel alignment measuring device will be described. First, the steered wheels of the vehicle are made straight ahead, and the orientation of the vehicle body is adjusted so that the approximate center line of the vehicle body and the circulation traveling direction of the tire driving surface of the wheel alignment measuring device are parallel. At this time, the orientation of the vehicle body may be determined based on the positions of the front wheels and the rear wheels in the vehicle width direction. In this case, a positioning device is attached so that the center of the left and right wheels can be detected by getting on the tire driving surface of the vehicle and the center of the front axle and the center of the rear axle can be parallel or overlap with the center line of the wheel alignment measuring device. You may let me. When the vehicle is mounted on the tire driving surface, it is preferable that the tire driving device is locked by the locking means so as not to move.

Next, in order to fix the measurement vehicle and prevent the vehicle from moving in the front-rear direction, the slide rail 98 of the stopper described above is arranged and clamped in the vehicle front-rear direction to prevent the vehicle from moving. To do. In this case, it is necessary to fix the vehicle body so that a force that does not depend on the driving of the front, rear, left, right, and upper wheels does not act on the vehicle body.
The jacking points provided on the measurement vehicle may be used to prevent the measurement vehicle from moving in the front-rear direction.

In step 100, the tire driving surface of one tire driving device is cyclically driven to rotate one wheel in the forward direction. At this time, the normal rotation data detected by the force sensor is fetched and stored in the memory of the data processing device. Remember.

In the next step 102, the same wheel is reversed and the reverse rotation data detected by the force sensor is fetched in the same manner as described above and stored in the memory of the data processing device. In the next step 104, it is judged whether or not the sampling of the normal rotation data and the reverse rotation data of the four wheels has been completed. If the sampling of the data of the four wheels has not been completed, step 10
The data is sampled as described above by returning to 0, locking the locking means of the wheel for which measurement has been completed, and rotating the wheel for which data is to be taken next forward.

For the data sampling, the normal rotation data may be sampled by rotating the four wheels forward for each wheel, and then the reverse rotation data may be sampled by rotating the four wheels reversely for each wheel. When the vehicle body is fixed by a stopper that prevents the vehicle from moving during driving, the left and right two wheels on the front axle or the rear axle may be simultaneously rotated for sampling.

After the sampling of the data of the four wheels is completed, the sum Fc of the camber thrust and the conicity of each wheel is calculated in step 106 according to the above equation (2), and the adjustment for each wheel is performed in step 108 according to the following equation. The target value, that is, the magnitude and direction of the force F to be left on each wheel is calculated and displayed on the display device.

F = 2A · Fc (3) Note that A is a coefficient determined by the friction coefficient μ of the road surface on which the vehicle travels.

At the next step 110, it is judged whether or not the adjustment of the wheel alignment is started. If the adjustment is started, the mechanic adjusts the toe angle of each wheel based on the adjustment target value. The toe angle may be automatically adjusted using a mechanical device regardless of the mechanic.

After adjusting the toe angle, the tire driving device is cyclically driven in the same manner as when the vehicle is moving forward, the lateral force generated by the tire is measured, and the adjustment target value displayed on the display device is measured. The toe angle of each wheel is repeatedly adjusted and measured so that the difference between and is minimized. Normally, the toe angle of the steered wheels is adjustable, but depending on the structure, there are vehicles in which the toe angle of each wheel cannot be adjusted in the non-steered wheels or in which the angle of the axle cannot be adjusted even in axle units.
In this case, the forces of the wheels attached to the axles are measured, and the difference force Fdw between the force that is actually generated and the force that should be left calculated using the above-described formula is calculated.
The lateral angle Fda of the dw of the shaft is calculated, and the attitude angle of the wheel that can be adjusted so as to generate the same force in the magnitude and direction of the lateral difference Fda of the shaft in the axle on which the adjustable wheel is attached. Should be adjusted.

If the camber can be adjusted, the camber may be adjusted within the allowable range of design values.

In the above description, a device in which a drive device, a main lifting device for horizontally lifting up the vehicle and a sub-lifting device for lifting up only the vehicle body are combined is used. Therefore, when replacing tires or servicing the vehicle. It can be easily adjusted at the store. The main elevating device and the sub elevating device may be integrally configured.

Although the tire drive surface is formed by the endless track formed by connecting the plate pieces in the above, the endless belt 40 may be used to form the tire drive surface as shown in FIG. Further, in the above embodiment, an example in which the motor is attached to the outside of the tire driving device has been described, but a built-in type roller in which the motor is incorporated inside the driving roller may be used.

Furthermore, although an example using two pairs of tire driving surfaces has been described above, one pair of tire driving surfaces is used to adjust only the alignment of the steered wheels or to adjust each of the front and rear axles. May be.

By adjusting the underbody of the vehicle in the above procedure, it is possible to adjust the vehicle to the best condition for the tire and the road surface and the wheels (tires) while the vehicle is running.
No unnecessary force acts between and.

[0074]

As described above, according to the present invention, the alignment of the vehicle and the matching of the tire characteristics can be achieved, so that the running stability can be ensured and the one-sided wear due to the camber can be minimized. It is possible to obtain the effect that it can be realized relatively easily at the same time regardless of the type of tire.

[Brief description of drawings]

FIG. 1 is a side view showing a wheel alignment measuring device used in the present invention.

FIG. 2 is a schematic plan view showing a wheel alignment measuring device used in the present invention.

FIG. 3 (1) is a side view in which one frame side plate of the tire driving device is omitted, and (2) is a front view of the tire driving device.

FIG. 4 is a cross-sectional view of the endless track portion of the tire driving device.

FIG. 5 is a plan view of a force sensor provided in the tire driving device.

6 (1) is a schematic view showing a state in which a stopper is attached, (2) is a schematic view of the stopper, (3) is a cross-sectional view of a stopper attachment, and (4) is a schematic view of the vicinity of the stopper base. It is a figure.

7 (1) to (4) are explanatory views for explaining a force generated in a rolling tire.

FIG. 8 is a flowchart showing a wheel alignment adjustment routine by the data processing device.

FIG. 9 (1) is a side view of another example of the tire driving device in which one frame side plate is omitted, and FIG. 9 (2) is a front view of another example of the tire driving device.

[Explanation of symbols]

 18 tire driving device 56 force sensor 60 tire driving surface

Claims (3)

[Claims] 1. Wheels of a vehicle to be adjusted are mounted on at least a pair of tire driving surfaces that are arranged so that the circulation traveling directions by circulation driving are parallel and are located on substantially the same horizontal plane. For each tire drive surface, the magnitude and direction of the force acting in the circulation axis direction orthogonal to the circulation traveling direction of the tire drive surface when the tire drive surface is circularly driven to rotate each wheel in the forward and reverse directions are measured. A wheel alignment adjusting method for a vehicle, which adjusts an attitude angle of a wheel based on a sum of camber thrust and conicity which are determined based on a magnitude and a direction of a force acting in a circulation axis direction on each tire driving surface. 2. The wheel alignment adjusting method for a vehicle according to claim 1, wherein the tire driving surface is formed by connecting a plurality of plate pieces that are continuously driven to circulate in a circulating traveling direction. 3. The magnitude of the force acting in the circulation axis direction when the wheel rotates in the forward direction is F1, the magnitude of the force acting in the circulation axis direction when the wheel is rotated in the reverse direction, and the road surface on which the vehicle travels. When the coefficient determined by the friction coefficient of A is A, the attitude angle of the wheel is adjusted so that the magnitude F of the force acting in the circulation axis direction on the tire driving surface becomes the following expression.
Wheel alignment adjustment method for vehicles. F = 2A · Fc where Fc is the sum of the camber thrust and conicity determined by the following equation. Fc = (F1 + F2) / 2