JPS63286742A - Wheel inspection system for four-wheel vehicle - Google Patents

Abstract

PURPOSE:To measure an inclination angle of a toe angle, etc., in a state that a wheel has been allowed to stand still, by pinching and positioning both sides of each wheel, and detecting the degree of inclination against a prescribed reference line of the wheel. CONSTITUTION:In a wheel inspection device, when contact rollers 47rf, 47rb and 47lf, 47lb of both sides are pressed against both side parts of a wheel by prescribed pressure, a geometrical center position of the wheel is aligned to an angle sensor 56, therefore, by sending an angle detecting signal of the wheel from the sensor 56 to a processing/display device 80, and executing an arithmetic processing in accordance with a prescribed program, the toe angle of the wheel being in a static state can be measured. Also, by providing a contact roller for measuring a chamber angle, on a contact roller assembly body 47r, and measuring the degree of inclination in the vertical direction of the wheel, the chamber angle of the wheel can also be measured simultaneously.

Description

[Detailed description of the invention] Aoi! Field The present invention relates to a wheel inspection system (method) for inspecting the inclination and dynamic characteristics of the wheels of four-wheeled vehicles such as automobiles. 4 dynamic wheel inspection devices capable of inspecting characteristics
The invention relates to an axle inspection system disposed at a predetermined location.

Traditionally, inspection equipment has been used to inspect the condition of the wheels of automobiles, etc. Various conditions are set for an axle attached to a vehicle such as an automobile, and in particular, so-called inclination degrees such as toe angle, camber angle, caster, etc. are set in relation to its running characteristics. These degrees of inclination may be inspected as an item of vehicle inspection after a vehicle is manufactured and before it is put on the market, or may be inspected when repairing a vehicle such as replacing wheels. In order for the vehicle to have good running performance, it is important that the inclination of the wheels is set accurately. Furthermore, the dynamic characteristics of the axle, that is, the characteristics of the state in which the axle is rotating, include the amount of left and right deflection of the wheel, the turning angle of the wheel, etc., and the driving characteristics of a vehicle are significantly influenced by these dynamic characteristics. Therefore, it is also important to be able to measure dynamic characteristics with high precision.

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 these techniques, the wheel is supported on a pair of rollers and rotated, but the side surfaces of the wheel are not supported or a contact roller is brought into rolling contact with one of the outer surfaces to measure the wheels. Since the geometrical center position of the wheel, which is the object to be measured, is not positioned by holding the wheel, it is difficult to perform accurate measurements.

Furthermore, as a technique for positioning the geometric center of a wheel by supporting it on a floating table and sandwiching the axle from the left and right sides, Japanese Patent Application No. 58-109235, previously filed by the same applicant as the present applicant, has been proposed. There are Japanese Patent Application No. 59-9502 and Japanese Patent Application Laid-Open No. 61-41913. In the techniques proposed in these applications, the wheels supported on the table are maintained statically, so the dynamic characteristics of the axle are cannot be measured.

As described above, in the conventional technology, it is not possible to completely inspect the static and dynamic characteristics of the wheel, especially when it is mounted on a vehicle, and in particular, the amount of left and right deflection of the rotating wheel. is impossible to measure.

The present invention has been made in view of the above points, and eliminates the drawbacks of the prior art as described above, and makes it possible to measure the characteristics of wheels with high accuracy, and in particular, it makes it possible to measure the characteristics of wheels with high accuracy. It is an object of the present invention to provide a wheel inspection system or method that makes it possible to measure the dynamic characteristics of an axle with high precision without being influenced by the condition. Although the main purpose is to inspect the dynamic characteristics of the wheel while it is rotating, it is also possible to measure the desired item 5, such as the inclination angle such as the toe angle, with the wheel stationary. .

(2) In order to achieve the above-mentioned objects and other objects, the present invention provides four wheel inspection devices for measuring desired measurement items by rotating a wheel with its geometric center position positioned. We provide complete wheel inspection system. According to the present invention, in a wheel inspection system for inspecting each wheel of a four-wheeled vehicle, the support means for rotatably supporting the lower side of each wheel of the four-wheeled vehicle and both support portions of the axle are sandwiched and positioned. A pair of wheel inspection devices each comprising a positioning means and a detection means for detecting a degree of inclination of the axle with respect to a predetermined likelihood line are provided for the front wheels of the vehicle, and a pair are provided for the rear wheels of the vehicle; The respective supporting means of each pair of wheel inspection devices for the rear wheels are connected by a first connecting means located at a position symmetrical with respect to the longitudinal center line of the present system, and There is provided a wheel inspection system characterized in that the respective positioning means of the axle inspection device are connected by a second connection means that is positioned at symmetrical positions with respect to the longitudinal centerline. In a preferred embodiment, the support means includes a pair of support rollers juxtaposed to each other, and the positioning means includes contact rollers in rolling contact with the left and right sides of the axle, respectively.

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

FIG. 1 is a schematic exploded perspective view showing the overall structure of a wheel inspection device 10 constructed based on one embodiment of the present invention. As shown in the figure, the vehicle inspection bag 10 has a frame 11 having a roughly box shape, and the frame 11 has a bottom wall 11a made of a roughly rectangular flat plate and openings at predetermined portions. It consists of four side walls with perforations. bottom wall 1
An arm 12 is attached to one end of 1a via a bracket 12er.
ar is fixed and extends a predetermined distance. Arm 12a
The tip of r is rotatably connected to the tip of lever 12br of equalizer 12. Equalizer 12 is lever 1
It has a swing lever 12c that rotatably holds the other end of the swing lever 12c, and the swing lever 12c has its center supported by a rotation shaft 12d, and rotates horizontally around the rotation shaft 12d. Rotate to. The equalizer 12 has a symmetrical configuration, and therefore has a lever 12b1 corresponding to the lever 12br.

As shown in FIGS. 2 and 3, four axle inspection devices 10 are normally provided, one for each wheel of a four-wheeled vehicle, in order to inspect each wheel. In the wheel inspection system shown in FIGS. 2 and 3, a pair of axle inspection devices 10 for two front wheels are arranged side by side and spaced apart laterally,
On the other hand, another pair of wheel inspection devices 10 corresponding to the two rear wheels
are arranged in parallel and spaced apart laterally. Therefore, in the axle inspection system shown in FIGS. 2 and 3, the four wheel inspection devices 10 are arranged in approximately horizontal and vertical alignment. However, as will be described later, each wheel inspection device 10 is provided so as to be movable at least in the lateral direction, and therefore each pair of wheel inspection devices 10 for the front wheels and the rear wheels is provided on a guide rail extending in the horizontal direction. The upper parts are provided so that they can be moved away from each other. Note that the distance between the pair of wheel inspection devices 10 for the front wheels and the pair of wheel inspection bags [10 for the rear wheels] can be set to an arbitrary distance by providing a rail extending in the vertical direction, for example. In this case, the present invention can be applied even when the wheelbase distances of the vehicles to be inspected are different.

As shown in FIG. 2, a pair of wheel guides 70° 70 are provided integrally fixed to the frame 11 of each axle inspection device 10, and these guides 70, 70 are set apart from each other by a predetermined distance. It has a function of guiding the wheel into the corresponding wheel inspection device 10 when the axle is moving forward. The pair of wheel guides 70 and 70 are set so that the wheels widen toward the direction shown by the white arrows in FIG. The corresponding wheels are these guides 70.70
The wheel inspection bag [10 is moved laterally to guide the corresponding wheel to a predetermined position of the wheel inspection device 10. In this case, a pair of left and right wheel inspection devices 110.
10 are operatively connected by an equalizer 12, so when the left and right wheels are placed in the pair of left and right wheel inspection devices 10.10, the tread center position, which is the center position of the left and right axles, is the same as that of the front and rear wheels. equalizer 12°12
The center line CL of the system is approximately aligned with the center line CL of the system formed by connecting the centers 12d, 12d. That is, the longitudinal centerline of the vehicle, which is determined by connecting the front and rear tread centers of the vehicle to be inspected, is the center line of each of the front and rear equalizers 12, 12.
Center A of the inspection system determined by connecting 2d and 12d
? It is approximately matched with tCL.

In addition, FIG. 3 shows a pair of left and right wheel inspection devices 1 for the front wheels in particular.
0.10 are operatively connected by an equalizer 12, and a pair of left and right axle inspection devices for the rear wheels. ↓0
is shown operatively connected by another riser 12. Therefore.

The equalizer 12 for the front wheels has a fixed center 12d, and the pair of left and right wheel inspection devices 10, 10 are positioned symmetrically about this center 12d, and the equalizer 12 for the rear wheels also has a fixed center 12d. It has 12d. Therefore, the center 12d for these front wheels and the center 12d for the rear wheels
A virtual longitudinal centerline CL determined by connecting the lines defines the centerline of the inspection system. On the other hand, a virtual distance determined by connecting the center position of the front wheel inspection device 10 and the center position of the rear wheel inspection device 10 corresponds to the wheelbase distance of the vehicle to be inspected.

As mentioned above, by configuring each wheel inspection device 10 to be movable in the longitudinal axis direction, it is possible to set the distance between the front and rear inspection devices to an arbitrary value, and it is possible to set the distance between the front and rear inspection devices to an arbitrary value. This inspection system can be applied to

Returning to FIG. 1, the frame 11 of the inspection device 10 has a pair of guide rails 13f and 13 spaced apart in the front and back direction.
It is movably supported on b.

The guide rails 13f and 13b are connected to the pit P (first
(see Figure 0), or in the case where the front and rear distance is adjustable, it is provided on another guide rail (not shown) extending in the longitudinal direction. In this way, since the inspection device 10 is provided so as to be movable left and right on the guide rails 13f and 13b, when a vehicle to be inspected is driven into the inspection device 10, the lateral position of the vehicle is adjusted. The longitudinal center line CL of the inspection system and the longitudinal center position of the vehicle substantially match.

On the lower part (i11a) of the frame 11, approximately U-shaped support stands 25.25 are fixed to the low wall 11a at front and rear positions. Left and right guide rails 241 and 24r (24r not shown) are fixedly provided.

On these pair of guide rails 241.24r, a pair of intermediate supports 23f are slidably spaced apart in the front-rear direction.
23b (23f is not shown) is provided. Guide rails 21f and 21b are fixedly provided on the intermediate supports 23f and 23b, respectively. Furthermore, a pair of guide rails 21 extending in the left-right direction
A floating table 20 is provided above f and 21b so as to be slidable in the left and right direction along these guide rails 21f and 21b. A pair of lower guide rails 24
r, 24r and the pair of upper guide rails 21f, 21b extend in directions perpendicular to each other (that is, the lower guide rails 24r, 241 extend in the front-rear direction or longitudinal direction,
Upper tsuba guide rail 21f.

21b is the left-right direction or lateral direction), so the floating table 20 is movable in any direction on the horizontal plane relative to the low Q 11 a of the frame 11.

A rotating bearing 2 is located at the center of the floating table 2o.
An upper central rotation shaft 27 is provided through the upper rotation shaft 27. The upper rotation shaft 27 determines the center position of the floating table 20, and although it does not move in the vertical direction, the rotation bearing 26
It is rotatable relative to the floating table 20 via. A substantially U-shaped support roller assembly 3o is integrally fixed to the upper end of the upper central shaft 26. The support roller assembly 30 has a bottom wall and a pair of side walls standing upright from both sides of the bottom wall, and a pair of support rollers 31, 31 are spaced apart from each other by a predetermined distance in the front-rear direction between the pair of opposing side walls. Moreover, they are arranged side by side and rotatably supported. A corresponding axle 1 of a vehicle to be inspected is rotatably placed on these pair of support rollers 31, 31.

In one embodiment of the invention, at least one of the pair of support rollers 31, 31 is connected to drive rotation means. That is, in this case, at least one of the support rollers 31.31 is driven and rotated, so that the axle 1 placed on the support rollers 31,31
It is driven and rotated by frictional contact with 1. In this case, it is also possible to provide a groove or the like on the surface of at least one of the support rollers 31, 31 that is driven and rotated to increase the frictional force with the wheel 1. For example, a motor can be used as the drive rotation means for driving and rotating the support roller 31. This kind of motor has support roller 31
Although it is possible to provide it separately from the support roller 31, it is also possible to incorporate it into the support roller 31. That is, FIG. 8a shows a configuration in which a motor is built in the support roller 31,
This corresponds to the embodiment shown in FIG. On the other hand, FIG. 8b shows a configuration in which a motor 81 is provided separately from the support roller 31, and the support roller 31 and the separate motor 81 are connected by a clutch 80.

In the configuration of FIG. 8a, the support roller 31
1a, a coil 31b provided in the cylinder 31a and integrally fixed to the cylinder 31a via a support frame 31d, and an armature 31c provided spaced apart in the coil 31b. In the embodiment shown in FIG. 1 as well, an armature 31c is shown inside the support roller 31. Therefore, in this configuration, the armature 31c is fixedly provided, and the coil 31b and the cylinder 31a integral therewith are driven and rotated. On the other hand, in the configuration shown in FIG. 8b, the support roller 31 has only a rotatable cylinder 31a,
Rotational force is transmitted from an external motor 81 via the clutch 80 to drive and rotate in a predetermined direction. As a modification of FIG. 8b, a pulley may be fixed to one end of the cylinder 31a, and rotational force may be transmitted from the motor 81 via a belt.

In the above configuration for supporting the axle l, the pair of support rollers 31 are provided spaced apart from each other in the front and rear.
It is possible to set the number of 1's to any number other than two.

Furthermore, in addition to using the support rollers 31, it is also possible to use other configurations that rotatably support the wheels 1. For example, it is also possible to wrap an endless belt between a pair of support rollers and to rotatably support the wheel l on the belt. Furthermore, it is also possible to arrange a large number of balls or rollers on a flat plate to rotatably support the axle 16. In this case, there is no means for regulating the position of the wheel 1 in the longitudinal direction. It is necessary to provide

Engagement members 32 are integrally fixed to the front and rear ends of the support roller assembly-3o, respectively.

Note that this engaging member 32 can also be formed by cutting out a part of the support roller assembly 30. Each engaging member 32
is provided to protrude in the front-rear direction, and a substantially circular engagement hole 32a is formed at its tip. In the illustrated example, the engagement hole 32a is formed with a part open.6 Furthermore, as shown in FIG.
Correspondingly, the engagement protrusion 33 is movable in the front-back direction and is provided so as to be able to engage with the engagement hole 32a in the forward position. The engagement protrusion 33 and the engagement member 32 constitute a support roller swing system that supports the support roller assembly 30 in a horizontally rotatable manner about the engagement protrusion 33. When the car @1 rotates on the support roller 31, the wheel 1 and the support roller 3
It has a function of matching the relative orientation with 1. This support roller swing system will be described later in the 13th
This will be explained in detail with reference to the drawings and FIG. 14 as well.

As explained above, the support roller assembly 30.

The wheel 1 to be inspected is rotatably supported, and the wheel 1 is attached to the frame 1 in a horizontal plane via the upper rotation center shaft 27.
1, and is supported rotatably relative to the upper guide rails 21f, 2 and the lower guide rails 241, 2.
4 r so as to be movable in a two-dimensional plane in the horizontal direction relative to the frame 11 .

On the low wall 11a of the frame 11, a pair of guide rails ll
f, llb (llf is not shown) are spaced apart from each other in the front-rear direction, extend laterally, and are fixed.

A lower support table 40 is provided on these guide rails llf, llb, and therefore the lower support table 40 is connected to these guide rails 11f.

It is movable laterally along line 11b. On this lower support table 40, an upper support table 41 has a ball 59.
(See Fig. 5a). On this upper flange support table 41 is a pantograph mechanism 4 which forms a roughly square shape with four levers.
2 is provided. That is, on the upper support table 41, two pairs of guide rails 41f, 41b and 41r, 411 are fixedly provided in a cross shape in mutually orthogonal directions, and a vertical guide rail 41f.

A pair of sliding bodies 43f and 43b are slidably disposed on 4Lb, and horizontal guide rails 41r,'
On 411 is a pair of blocks 43r.

431 are respectively slidably disposed. These sliding bodies 43f, 43b and blocks 43r, 431 are rotatably connected by four levers of the pantograph mechanism 42. Further, on the block 43r, a cylinder device [44a
is fixedly provided, and the tip of the rod 44b of the cylinder device 44a that can move forward and backward is connected to the opposing block 431.
is fixed. Therefore, the cylinder device 1jj44a
By operating the opposing blocks 43r, 431
Since the blocks 43r and 431 are connected to each other by the pantograph mechanism 42, the separation operations of the blocks 43r and 431 are performed symmetrically.

Further, corresponding contact roller assemblies 471 and 47r are fixedly attached to the left and right blocks 431 and 43r, respectively. For this purpose, each of the blocks 431, 43r is formed in an approximately oval shape, and holding portions 451, 45r are formed upright from the respective ends. On the other hand, a pair of contact roller assemblies 471.47r each have a holding portion 461.46.
These holding portions 461 and 46r are fitted into holding portions 451 and 45r of blocks 431 and 43r, respectively. Therefore, a pair of contact roller assemblies 471.47
r are provided integrally and fixed to a pair of blocks 431 and 43r, respectively. a respective contact roller assembly 471,
47r has a pair of contact rollers 4'11f, 471b and 47rf, 47rb, respectively. A pair of contact rollers 471f.

471b, 47rf, and 47rb are rotatably held (see Fig. 5c), and are each arranged at an angle. The reason why these contact rollers are arranged at an angle is that when rolling contact is made with the side surface of the wheel 1, the rotational direction of the contact roller coincides with the traveling direction of the side surface of the wheel 1, that is, the circumferential direction. It is for this purpose. Therefore, wheels 1 of different diameters
In order to use this inspection device for
It is preferable that the inclination angle of the angle can be set to an arbitrary value.

These pair of contact roller assemblies 471, 47r are integrally fixed to the respective blocks 431, 43r, so that they can be separated from each other. Therefore, these contact roller assemblies 471, 47r move between a retracted position where they are spaced from the axle 1 and an advanced position where they are in rolling contact with the respective left and right sides of the axle 1 supported on the support rollers 31, 31. It is movable. Note that this contact roller assembly 471
The separation movement of 47r is controlled by operating the two-way cylinder device 44a. That is, the cylinder device 4
By applying hydraulic pressure in the first direction to 4a, the rod 4
4b, a pair of contact roller assemblies 47
1 and 47r are moved in a direction away from each other, that is, to a retracted position, and on the other hand, by applying hydraulic pressure in the second direction to the cylinder device 44a, the rod 44b is pulled back, and the pair of contact roller assemblies 471 and 47r approach each other. direction, ie to the forward position where it contacts the axle 1.

On the other hand, a rotary bearing 5 is located at the center of the lower support plate 4o.
A lower central shaft 41e is rotatably and fixedly provided at the center of the upper support plate 41 via the lower central shaft 41e. As best shown in FIG. 5b, the center position of the lower central shaft 41e is always aligned with the center position of the pantograph mechanism 42.

Therefore, even if the cylinder device 44a is operated and the pantograph mechanism 42 is operated, the center position of the pantograph mechanism 42, that is, the pair of opposing contact roller assemblies 471.47
The center position between r is always aligned with the center position of the lower central axis 41e. Therefore, after positioning the axle 1 at a predetermined position on the support rollers 31, 31, the cylinder assembly [144
The pair of contact roller assemblies 471, 47r are advanced by moving the contact roller assemblies 471, 47r in a direction relatively close to each other, and in a state in which they are in rolling contact with the left and right side surfaces of the axle 1, The geometric center position of is determined as the center position of the pair of contact roller assemblies 471, 47r, and therefore the geometric center position of the wheel 1 is aligned with the lower central axis 41e. In this case, if the geometric center of the car @1 is aligned with the upper central axis 27, the upper central axis 27 is aligned with the lower central axis 41e.

Internal rotation bearing 5 that rotatably supports the lower central shaft 41e
0 is further rotatably held within an external rotation bearing 51. The external rotation bearing 51 is movably held on a rotation plate 52. That is, as shown in detail in FIG. 4, a rotating lever 53ar integrally formed extends from one end of the rotating plate 52.
A substantially central portion thereof is rotatably supported via a fixed rotation point 53br fixedly provided on the bottom surface of the pit. On the other hand, the other end of the rotating lever 53ar is connected to the pantograph 54 via a pivot point 54ar. The pantograph 54 has a pair of main moving bodies 54b and 54 slidably provided on a vertically extending rail 55 provided on the bottom surface of the pit.
It is rotatably connected to c. Although not shown in FIGS. 1 and 4, another inspection device is connected to the other end of the pantograph 54. Therefore, the lower central axis 41e of the inspection device 10 rotates around the rotation point 53br, but the lower central axes 41e, 41e of the two inspection devices 10.10 connected via the pantograph 54 are always Always be located in a symmetrical position with respect to the longitudinal center axis CL. Therefore, when the respective cylinder devices 44a of the left and right inspection devices 10.10 are operated to the forward position and come into rolling contact with the axle 1, the left and right lower central axes 41e, 41e are symmetrical with respect to the longitudinal axis central axis CL. Therefore, the respective geometrical center positions of the left and right cars @1, 1 are along the longitudinal center axis C.
It is located at a symmetrical position of L.

As shown in FIG. 4, the one-turn brake 1/52 is connected to a pair of guide rails 85f, 85b provided on the bottom of the pit.
It is provided so that it can be slid freely on the top. In addition, the rotating plate 52
are provided rotatably around the rotation point 53br, so these guide rails 85f and 85b are provided around the rotation point 53br.
It has an arc shape with br as the center. External rotation bearing 5
A pair of protrusions 511.51r protrude from the left and right sides of the rotary plate 51, and the external rotation bearing 51 is disposed within a generally rectangular opening 51a formed in the rotary plate 51. A pair of grooves 521 and 52r are carved on both left and right sides of the rectangular opening 51a of the rotation plate 51, and the external rotation bearing 51
The pair of left and right protrusions 511° 51r are connected to the corresponding grooves 5.
21.52r. Therefore,
The rotation plate 52 performs a rotation movement around a rotation point 53br, but the external rotation bearing 51 and the lower central axis 41e
performs a linear movement in the left-right direction perpendicular to the longitudinal center axis CL of the system. This is because the lower central shaft 41e is held by the lower support plate 40 via the internal rotation bearing 50, and the lower support plate 40 is held by the guide rail ll.
This means that it is supported so as to be slidable in the left and right direction along the lines f and llb.

Furthermore, as shown in FIGS. 1 and 5a, a toe angle detector 56 is fixed to the lower end of the lower central shaft 41e. That is, when the pair of contact roller assemblies 471 and 47r are advanced and brought into rolling contact with the vehicle @1, the orientation of the upper support plate 41 is aligned with the orientation of the axle 1, and the lower central axis 41e is aligned with the orientation of the upper support plate 41. Since the lower central shaft 41e is fixed at the center position of the notebook 41, the rotational position of the lower central shaft 41e coincides with the horizontal position of the axle 1. Since the toe angle detector 56 is fixed to the lower end of the lower central shaft 41e, it is possible to accurately detect the toe angle of the axle 1 by detecting the angular displacement of the lower central shaft 41e from the reference position. be.

As shown in FIG. 1, this wheel inspection device @lO is further provided with a locking device 60. Lock tube CO connection body 1
1, and a pair of support rollers 31, 31
When engaged, the support roller 31,
31 is locked to make it unrotatable. Lock device 6
0 is a cylinder device 61 and a pivot point 63f on the cylinder device 61.

A pair of actuation arms 62f, 62b are operatively connected via 63b. The distal ends of the actuating arms 62f, 62b can take an engaged position where both are close to each other and a disengaged position where both are separated. Therefore, when the distal ends of the pair of actuating arms 62f, 62b are set to the engagement position via the cylinder device 61, those distal ends engage with the pair of support rollers 31, 31, and these support rollers 31, 31 is kept in a locked state so that it cannot rotate. On the other hand, when the pair of actuating arms 62f and 62b are separated from each other via the cylinder device 61 and their tips are removed, the locked state is released and the support rollers 31 and 3 are released.
1 is in a rotatable state. This locking device 60 is used to hold the support rollers 31 in a locked state when the vehicle to be inspected is running and the wheels 1 are entered into the inspection device 10 or when the vehicle is driven out of the inspection table [10]. be.

FIG. 2 shows a wheel inspection system that can simultaneously or sequentially inspect each axle of a four-wheeled vehicle such as an automobile using four of the present wheel inspection devices 10 shown in FIG. shows the overall structure of the method. In the wheel inspection system shown in Fig. 2, a pair of wheel inspection tables @1 are provided for the front wheels.
0fl and 10fr are spaced apart from each other and arranged side by side in the lateral direction, and another pair of wheel inspection devices 10b1, 1 are provided for the rear wheels.
0br are spaced apart from each other and laterally juxtaposed.

As mentioned above, each axle inspection device 110 is mounted on a pair of guide rails 13f, 13b so as to be movable in the lateral direction, and therefore, the pair of wheel inspection devices 10bl, 10br and 10fl, 10fr are horizontally movable with respect to each other. It is possible to leave and move freely. As mentioned above, the pair of wheel inspection devices 1
Between 0bl, 10br, 10fl, and 10fr, the respective support rollers 31 are connected to each other via the equalizer 12, while the contact roller assemblies 47 are connected to each other via the pantograph 54. Therefore, the support rollers 31 of each wheel inspection device 10 are always located equidistant from the longitudinal centerline CL of the system, and are sandwiched by the contact roller assembly 47 and the geometric center position of the axle determined thereby. are always located equidistant from the system centerline CL.

In the embodiment shown in FIG. 2, a pair of wheel inspection devices 10bl and 10br for rear wheels are mounted on a slide table 82. The slide table 82 is provided so as to be slidable on guide rails 811 and 81r laid on the bottom surface of the pit P and extending parallel to the system center line CL. On the other hand, a pair of wheel inspection devices for front wheels 10fl
, 10fr are fixedly provided on the bottom surface of the pit P. Therefore, a pair of wheel inspection devices 1°bl for the rear wheels,
10br can be moved along the guide rails 811, 81r in the longitudinal axis direction relative to a pair of fixedly provided wheel inspection devices 10fl, 10fr for the front wheels. still.

Although not shown in FIG. 2, a lock is provided to fix the slide table 82 at a desired position. Therefore, in the system shown in FIG. 2, even if the wheel base distances of the vehicles to be inspected are different, all the wheels can be inspected simultaneously by moving the slide table 82 appropriately and locking it at the desired position. It is possible to inspect the FIG. 3 functionally shows the inclination measurement system of the wheel inspection system of FIG. 1 In this specification, the angle of inclination of the wheel refers to the angle at which the axle is inclined with respect to an arbitrary reference line, and in particular, it refers to the toe angle, camber angle, caster angle, wheel deflection angle, and axle angle. This includes the cut angle, etc. As schematically shown in FIG. 3, each wheel of a four-wheeled vehicle is positioned on each wheel inspection device 10.

In this case, each wheel is placed on a pair of support rollers 31, 31 of each wheel inspection device 1o, and furthermore, on both sides of each wheel there is a pair of contact rollers 47 r f r 47 rb and another pair of contact rollers. 471f and 471b, respectively. Therefore, each axle is held rotatably and its geometric center position is aligned with the center of the angle sensor 56. The angle sensor 56 of each wheel inspection device 10 sends a detection signal to the processing/display device 80, where the processing/display device 80 performs arithmetic processing according to a predetermined program and displays the result. The processing/display device 80 is composed of, for example, a microprocessor or computer system and a display device such as a CRT.

In the system shown in FIG. 3, each wheel inspection device 10
, contact rollers 47rf on both sides.

When 47rb, 471f, and 471b are pressed against both sides of the wheel with a predetermined pressure, the geometric center position of the wheel is aligned with the angle sensor 56, so that the angle of the wheel obtained from the angle sensor 56 is detected in this state. By processing the signals accordingly, it is possible to measure the toe angle of the wheel in a static state.

Therefore, it is possible to calculate the toe-in or toe-out of each of the front wheels and the rear wheels in a static state. Furthermore, although not shown in FIG. 3, as shown in FIG. 1, an upright support lever 48 is provided on the outer contact roller assembly 47r, and an additional contact roller for measuring the camber angle is attached to the tip of the support lever 48. 49 to measure the degree of inclination of the wheel 1 in the vertical direction and supply the measured value to the processing and display device 80, it is possible to simultaneously measure the camber angle of the axle 1. Note that the additional contact roller 49 also rolls into contact with the support lever 4 in the circumferential direction of the axle 1.
It is rotatably provided at the tip of 8. In addition, in this system, each wheel is placed on a pair of support rollers 31, 31, so the above-mentioned dynamic measurement of the toe angle and camber angle can be performed while each wheel is rotating. It is possible.

Furthermore, when performing this dynamic measurement, there is an external drive type in which the support roller 31 is driven and rotated to rotate the wheel 1 thereon, and an external drive type in which the support roller 31 is set to be freely rotatable and the wheel 1 is rotated by the car engine. It is also possible to carry out the inspection in any form of self-drive, in which the device is moved and the measurements are taken.

Furthermore, cars equipped with four-wheel steering devices have recently been attracting attention, and in such four-wheel steering vehicles, the steering wheel can rotate 411+ times! are transmitted respectively. 4@Steering In automobiles, angle-following types are attracting attention, and in this case, the longitudinal orientation of the rear wheels is set to follow the longitudinal orientation of the front wheels according to a predetermined program. That is, for example, when the steering wheel is sequentially turned to the right, the front wheels are sequentially turned to the right, but the way the rear axle is turned is somewhat different.

That is, the rear wheel initially turns to the right by a small angle (for example, 1 degree to the right), but when the steering wheel is turned to the right beyond a first predetermined angle (for example, to the right, \15 to 16 degrees), The front wheel then turns to the right, but the rear axle gradually turns to the left (for example, up to 5 degrees to the left).

In this way, some four-wheeled vehicles have rear wheels that change left and right according to a predetermined program in response to changes in the angle of the front wheels, and the front and rear wheels make specific angle changes in response to steering wheel operations. That is required. In the system shown in FIG. 3, a program for causing each wheel to change its orientation in a specific manner according to the turning angle of the steering wheel is stored in advance in the storage device of the processing/display device 80. By each lI! It is possible to test @.

In this case, according to the present system, since the geometric center position of each wheel is aligned with the center of the angle sensor 56, it is possible to perform highly accurate measurement.

Furthermore, since each wheel is placed on a pair of support rollers 31, 31, it is also possible to perform a dynamic test by rotating each wheel 1. Dynamic testing is an extremely effective test because it is performed under conditions that closely approximate the actual driving conditions of the vehicle. Note that, as described above, the dynamic test can take either an externally driven type or a self-driven type.

Although not shown in FIG. 3, it is preferable to provide a detector for detecting the turning angle of the steering wheel of the vehicle to be inspected, and to supply the detection signal to the processing/display device 80.

Furthermore, using the system shown in FIG. 3, 4i1! ! It is also possible to test each wheel of the drive vehicle simultaneously.

By the way, in the case of four-wheel drive vehicles, some vehicles are provided with a viscous coupling between the front wheel differential assembly and the rear wheel differential assembly.

In that case, when relative rotation occurs between the shafts that connect the respective differential assemblies, the four wheels are activated. Therefore, when performing a dynamic test on the wheels of a 4@drive vehicle using an external drive type, it is necessary to rotate each wheel so that the relative rotation described above does not occur. The direction of rotation of the vehicle width in such a case is shown by an arrow 85 in FIG. That is, the pair of front wheels are rotated in opposite directions 85fl, 85
The front and rear wheels on the right and left sides are rotated in opposite directions, namely 85fr, 85br and 85f.
l and 85b 1, drive and rotate. By driving and rotating the four wheels in their own directions in this way, it is possible to rotate each wheel independently, and dynamic inspection can be performed with each wheel of a four-wheel drive vehicle mounted on the vehicle. is possible.

6a to 6c are schematic diagrams showing the principle of the dynamic wheel inspection device 10 shown in FIG. 1. FIG. As shown in FIGS. 6a to 6c, the wheel 1 to be inspected is placed on a pair of support rollers 31, 31 while mounted on a vehicle (that is, in the state of a completed vehicle M), and is rotated thereon. Ru. Axle 1
Both sides of contact rollers 47rf, 47rb and 471f
, 471b are in rolling contact in a suppressed state, and II
The geometric center of the I-wheel 1 is set at the center position between these left and right contact rollers, and is aligned with the center of the angle sensor 56. According to such a configuration, it is not only possible to detect the toe angle of car #41 while it is rotating, but also to accurately measure the amount of left and right deflection (angle or amplitude) of the axle 1. It is possible.

That is, conventionally, the amount of axle runout was measured using a contact or non-contact sensor on one side of the axle, but in this case, the amount of runout of the axle was measured using a contact or non-contact sensor on one side of the axle. Due to the influence of character 1a above, etc., it was impossible to accurately measure the amount of lateral runout of the wheel, especially the runout amplitude value. For example, when a contact roller is brought into rolling contact with one side of the axle 1 and the amount of lateral runout of the wheel 1 is measured, a measurement signal as shown in FIG. 15 is obtained. The measurement signal obtained in this case includes not only a sinusoidal-order signal representing the amount of lateral runout of the wheel 1, but also a high-frequency second-order component generated by the distortion of the wheel 1 and especially the character 1a on the sidewall. ing.

Therefore, it is impossible to accurately determine the lateral vibration amplitude value A, especially when this secondary component occurs near the peak or valley of the sine wave.

On the other hand, according to the present invention, as shown in FIG.
The angle θ of lateral vibration can be measured by the angle sensor 56 by rotating the car @1, and since the outer diameter of the military report 1 to be measured is known, the measured value θ and the known wheel It is possible to accurately measure the amount of lateral vibration of the vehicle @ 1, especially its amplitude value, from the outer diameter of the wheel 1. According to the configuration of the present invention, the wheel 1 is attached to the contact roller [--] from both sides.
Since χ is symmetrically supported, the car 11t! The distortion of 1 or the letter 1a is canceled out on both the left and right sides, and there is no adverse effect. Usually, it is provided.

In addition, deformation of a wheel is defined as 1. For example, the wheel 1 may deform to some extent in the lateral direction due to a difference in tire air pressure, but such lateral deformation is usually symmetrical, and as in the present invention, By bringing the contact rollers into contact with the left and right sides of the wheel 1 symmetrically.

It is possible to offset those effects. Therefore,
Since it is possible to accurately measure the amount of lateral deflection of the axle 1, if this amount of deflection exceeds a predetermined value, the installation of the axle 1 is considered to be in a poor condition, and the installation is not in good condition. It is possible to make pass/fail judgments.

FIG. 9 is a schematic diagram showing another configuration of the support roller assembly 3Q shown in FIG. 1. That is, the support roller assembly 130 in FIG. 9 is formed into a roughly U-shape like the support roller assembly 30 in FIG.
, 31 are juxtaposed and rotatably held, but the support roller assembly 130 is not directly fixed to the upper rotating shaft 27, but is rotatably mounted on the base plate 136. A base plate 136 is fixed to the tip of the upper rotating shaft 27. That is, one side of the support roller assembly 130 is connected to the rotation shaft 1.
The support roller assembly 130 is rotatably connected to the base plate 136 via the support roller assembly 130, and a protrusion 132 projects from the other side of the support roller assembly 130. And the protrusion 132
The cylinder device 133 is located below the base plate 136.
The tip of the rod 134 of the cylinder device 133, which can move forward and backward, is fixed to the protrusion 132. On the other hand, the support roller assembly 130 and the base plate 1
An angle detector 135 is inserted between the angle detector 36 and the angle detector 135 .

Therefore, by operating the cylinder device 133, the supporting roller 3
The camber angle α of the axle 1 can be measured by making the axis of rotation of the wheel 1 parallel to the axis of rotation of the wheel 1 attached to the vehicle to be inspected and reading the value of the angle detector 135 at that time. be. Note that instead of the cylinder device 133, a compression spring having an appropriate spring constant may be inserted between the protrusion 132 and the base plate 136. In this case, when the car a1 is placed on the support roller 31, the rotating shaft of the car @1 and the support roller 3
The camber angle is automatically parallel to the rotation axis of No. 1, and the camber angle can be detected by reading the value of the angle detector 135 at that time.

FIG. 10 shows a correction system in which the robot 101 corrects the inclination of each axle 1 based on the detection results of the present axle detection device 10. That is, in this correction system, as shown in FIG. 3, the degree of inclination of each axle 1 is detected, and the detected values are sent to the processing/display device 80, where they are arithmetic-processed according to a predetermined program. The correction amount of the inclination of the axle 1 is sent to the robot IC) 1, and the robot 101 corrects the inclination of each axle according to the correction amount.

The robot 101 is housed in a bit P dug into the lower side of the floor surface GL of the workshop.

FIG. 11 is a schematic diagram showing another configuration of the locking mechanism of the support roller 31.6 In the configuration of FIG. 1, the axle 1
A locking mechanism 60 is provided for locking the support roller 31 when the object rides on the support roller 31 or runs off the support roller 31. In this locking mechanism 60, the tips of the pair of arms 62f, 62b can directly contact the pair of support rollers 31, 31 to lock the respective support rollers 31, 31. In the configuration shown in FIG. 11, a lifter plate 111 is disposed between a pair of support rollers 31, 31 and can be moved up and down, and the lifter plate 111 is pivotally supported at the tip of a rod 115 of a cylinder device 114. The lifter plate 111 has a generally trapezoidal cross-section with a central lifting surface 112 and curved jli! f moving surface. Each curved braking surface is provided with a brake shoe 1138 or 113b. Therefore, the rod 1 is
15 is raised, the brake shoe 113a.

113b presses into contact with the respective support rollers 31, 31 to hold these support rollers 31, 31 in a non-rotatable state. In this state, when the wheel 1 rides up, it rests on the lifting surface 112.

Next, when the cylinder 114 is actuated to lower the rod 115, the brake shoes IL3a, L13b are moved forward from the respective support rollers 31, 31 and
is made rotatable, while the wheel 1 is placed between the pair of support rollers 31, 31. In this state with the lift plate 111 in the lowered position, the lift surface 11
2 does not come into contact with the axle 1.

FIG. 12 shows a locking device 150 capable of simultaneously locking two rotatably supported rollers. Note that this locking device 150 can be effectively used as the locking device 60 of the wheel inspection device 10 shown in FIG. FIG. 12 shows a specific configuration when applied as the locking device 60 of the wheel inspection device 10 shown in FIG. 1.

As shown in FIG. 12, an end gear 153a is provided at one end of one support roller 31 integrally therewith.
On the other hand, an end gear 151a is also integrally provided at one end of the other support roller 31. Therefore, the end gears 153a and 151a rotate integrally with the respective support rollers 31, 31. End gears 153a and 151
an intermediate gear 1 that meshes with both of a and is located between the two;
52a is provided. The intermediate gear 152a is a bearing 15
2b at a predetermined position on the intermediate shaft 152c. Therefore, for example, the support rollers 31, 31
When a rotational driving force in a predetermined direction is applied to one of the support rollers 31, 31, the pair of support rollers 31, 31 rotate in the same direction at a constant speed via the intermediate gear 152a.

A left operating arm 155 is pivotally supported on the rotating shaft or shaft (not shown) of the end gear 153a via a bearing 153b, and a bearing is mounted on the rotating shaft or shaft (not shown) of the end gear 151a. Right actuating arm 15 via 151b
4 is pivoted.

Therefore, these left and right actuating arms 155 and 154
usually hangs downward. Left operating arm 155
A rotating shaft or shaft 158c is installed in the middle of the shaft, and this shaft 158C rotatably supports a lock gear 158a via a bearing 158b. Note that the lock gear 158a is disposed at a position where it always maintains a meshing state with the end gear 153a. On the other hand, a rotating shaft or shaft 15 is located approximately in the middle of the right operating arm 154.
7c is implanted, and a lock gear 157a is rotatably supported on this shaft 157C via a bearing 157b. The lock gear 157a is the end gear 151a.
It is placed in a position that maintains a state of constant engagement.

The locking device 150 further includes a cylinder device 156a, and the end of the cylinder device W 156a is rotatably connected to the lower end of the right operating arm 154. The cylinder device [156a] has a rod 156b, and the rod 156b can move forward and backward with respect to the cylinder device 156a, and its tip is rotatably connected to the lower end of the left operating arm 155.

To explain the operation of the roller lock device 150 having the above configuration, as shown in FIG. It meshes only with the end gears 151a and 153a, and does not perform a locking operation. Therefore, the state shown in FIG. 12 is an unlocked state, and in this state,
The pair of support rollers 31, 31 rotate in the same direction via the intermediate gear 152a. When the cylinder device 156a is operated and the rod 156b is drawn into the cylinder device 156a, the right operating arm 154 rotates clockwise.
The lock gear 157a includes the end gear 151a and the intermediate gear 15.
Both gears 151a below the meshing part with 2a
and 152a are in mesh with each other. At the same time, the left actuating arm 155 is rotated counterclockwise and the locking gear 15
8a is meshed with both gears 153a and 152h below the meshing portion between the end gear 153a and the intermediate gear 152a. Therefore, each lock gear 157a
and 158a receive rotational forces in opposite directions, so 1
Rotation is prevented, and the support rollers 31, 31 are maintained in a non-rotatable state.

In the configuration shown in FIG. 12, two lock gears 157a and 158a are provided, but in principle, it is sufficient to provide only one of the lock gears.

Furthermore, the actuating arm 62 of the locking device 60 shown in FIG.
It is also possible to have a configuration in which the distal ends of f and 62b are connected to the lower ends of the left and right operating arms 154 and 155 shown in FIG. Therefore, according to this configuration, the end gear 151a or 15 is simply provided with at least one of the lock gears 157a and 158a integrally with the support roller 31.
It is possible to simultaneously set the support rollers 3j and 31 to a locked state and an unlocked state by bringing them into engagement with both the gears 3a and the intermediate gear 152a, or by disengaging them from their engagement with both gears. .

FIG. 13 and FIG. 14 show the rotating wheel thrust absorption device 1.
60 is shown. Note that this rotating axle thrust absorbing device 160 is a specific example of the wheel inspection device 10 shown in FIG.
It is applied to a support roller assembly 30 in. 1st
As shown in FIGS. 3 and 14, the support roller assembly 30
has a generally U-shaped transverse cross section, and includes a flat bottom portion 32 and a pair of side walls 3 extending upright from both sides of the flat bottom portion 32.
2b and 32b. A pair of side walls 32b.

A pair of support rollers 31, 31 are arranged in parallel between 32b and rotatably supported, and these rollers 31, 31
It is possible to place wheels 1 on top.

Arc-shaped open engagement holes 3 are provided at the front and rear ends of the bottom portion 32.
2a and 32a are bored. Furthermore, the cylinder device 3
4a is fixedly provided at a predetermined position, a rod 34b is provided on the cylinder device 34a so as to be movable forward and backward, and an engagement disc 33 is formed at the tip of the rod 34b. The cylinder device 34a is operated and the rod 34b
is projected from the cylinder device 34a, the rod 34b
The engagement disc 33 at the tip of is engaged in the engagement hole 32a of the support roller assembly 30. FIGS. 13 and 14 show such an engaged state. Although not shown in FIGS. 13 and 14 for the sake of simplicity, the support roller assembly 30 is provided movably in a horizontal plane. For example, the bottom part 32 is rotatably mounted on the upper rotating shaft 27 supported so as to be movable in the horizontal direction, or it is placed on a number of balls. Therefore, as shown in FIGS. 13 and 14, for example, when the engagement disc 33 is engaged in the engagement hole 32a, the support roller assembly 30 is rotated in a horizontal plane with the engagement as the center of rotation. It is possible to rotate.

As shown in FIGS. 13 and 14, the support roller 31,
When the wheel 1 placed on the wheel 3i is a vehicle wheel, a so-called inclination such as a toe angle is usually set. Therefore, initially, the support roller assembly 30 is located at a predetermined linear position (indicated by a dotted line in FIG. 13), and in this state, the wheel 1 is placed on the support rollers 31, 31. In this case, the direction of the rotational axis of the wheel 1 is not parallel to the rotational axis of the support rollers 31, 31, but is inclined to each other. Therefore, when the wheel 1 is rotated in this state, a thrust is generated between the wheel 1 and the support rollers 31, 31, and as a result, the support roller assembly 30 moves in the direction of arrow A with the engagement disc 33 as a pivot point. Rotate in the direction shown. When the rotation axis of the support roller 31 reaches a position parallel to the rotation axis of the car @1 (the position shown by the solid line in FIG. 13), the rotation of the support roller assembly 30 in the direction of arrow A stops. , its support roller assembly 3
o is maintained in its position. That is, the support roller assembly 3
The initial position indicated by the dotted line at 0 is the center line CL of the inspection system.
, the initial position and the 13th
Equilibrium position shown as a solid line in the figure.

That is, the angle between the rotational axis of the support roller 31 and the position where the rotational axis of the wheel 1 is parallel corresponds to the toe angle of the axle 1. Therefore, by providing a detector that detects this rotation angle of the support roller assembly 30, it is possible to detect the toe angle of the wheel 1. That is, in the apparatus shown in FIGS. 13 and 14, the pair of support rollers 31, 31
It is possible to detect the detection item (toe angle in this example) of the wheel in a state in which the thrust of the axle 1 supported above is absorbed. Note that this thrust absorption device is not limited to measuring only the toe angle; more generally, when the support roller comes into contact with a rotating object such as a wheel, the rotation axis of the support roller is It can be applied to absorb thrust by aligning it with the rotation axis of

In the apparatus of FIGS. 13 and 14, engagement holes 32a are provided at both the front and rear ends of the bottom 32 of the support roller assembly 30.
, 32a are provided respectively, but the car ll! ! The engagement hole 32a can be provided at either end depending on the direction of rotation. That is, the engagement hole 32a may be provided at the end of the wheel 1 in the forward direction with respect to the rotating direction. However, as mentioned above, in the case of a four-wheel drive vehicle, when measuring four wheels simultaneously, it is necessary to rotate the front, rear, left and right axles in opposite directions, so in such cases In order to deal with this problem, it is preferable to provide engagement holes 32a at both the front end and the rear end of the bottom.

Furthermore, the diameter of the engagement hole 32a is set larger than the diameter of the engagement disc 33 by a predetermined clearance. This clearance L is determined as the distance between the tip of the engagement disc 33 and the valley of the engagement hole 32a. It is defined as the sum of the forward movement from the start of rotation until reaching the equilibrium state. Like this,
Since the clearance L is set between the engagement disc 33 and the engagement hole 32a, application of excessive force to the support roller assembly 30 is avoided, and the support roller assembly 30 is It is possible to absorb thrust smoothly.6 Note that it is not necessary that the engagement hole 32a be partially open, and it is also possible to form it as a completely transparent hole in the bottom portion 32. In this case, it is sufficient to provide an engagement pin that can be raised and lowered to engage and disengage from the engagement hole. In this modification, a required clearance L may be provided between the engagement hole and the engagement pin.

In the thrust absorption device shown in FIGS. 13 and 14,
It may be a device that drives and rotates at least one of the pair of support rollers 31, 31, or a device that drives and rotates the axle 1 by the engine of the vehicle on which the car @1 is mounted. Furthermore, when the support roller 31 is driven to rotate, the support roller 31 itself can be configured as a part of a motor, or the rotational force can be transmitted from an external motor via a belt or a clutch. It's okay.

1. In the wheel inspection system of the present invention, with the lower side and both sides of the wheel rotatably supported, it is possible to perform predetermined inspections such as the degree of inclination by rotating the axle. It is possible to perform inspections with high precision and in conditions that closely approximate actual driving conditions. Furthermore, since the vehicle center line defined by connecting the tread center of the front wheels and the tread center of the rear wheels is aligned with the longitudinal center line of the system, each wheel inspection device uses the longitudinal center line of the system as a reference line to inspect each wheel. It is possible to measure the degree of inclination, especially the toe angle, and the inspection is not only extremely simple but also highly accurate and rapid. Furthermore, the geometrical center of each wheel is precisely determined by the positioning means, and the tread between the front wheels and the rear track is determined using the geometrical center of this axle as an end point, so that it is not affected by the type or condition of the axle. It is possible to always perform highly accurate inspections or measurements without any problems. Furthermore, when the contact rollers are placed in symmetrical contact with the left and right side walls of the axle, it becomes possible to cancel out the embossed letters of the tire manufacturer etched on the tire, distortion of the tire, etc. This makes it possible to perform highly accurate inspections. Furthermore, since both sides of the axle are supported, it is possible to stably hold the wheel when the wheel is rotated.

Although specific embodiments of the present invention have been described in detail above, the present invention should not be limited only to these specific examples, and various modifications may be made without departing from the technical scope of the present invention. Of course, it is possible.

[Brief explanation of the drawing]

FIG. 1 is a schematic exploded perspective view of a wheel inspection device 10 constructed based on an embodiment of the present invention, and FIG. 2 is a four-wheel inspection system in which the axle inspection devices shown in FIG. 1 are arranged in pairs vertically and horizontally. FIG. 3 is an overall schematic diagram illustrating an axle inspection system constructed according to another embodiment of the invention that allows four wheels of a vehicle to be inspected simultaneously; FIG. A schematic explanatory diagram showing the detection function of the wheel inspection system, Figure 4 is the first
Figure 5a is a partial schematic explanatory diagram showing the connection state of the lower rotating shaft 41e of the axle inspection system [10, the rotating plate 52 that supports it, and the pantograph 54 connected thereto, Figure 5a is shown in Figure 1. The first point when viewed from the direction of the white arrow ■
Schematic cross-sectional view of a part of the wheel inspection device 1° in the figure, No. 5b
5a is a schematic plan view of the structure shown in FIG. 5a, FIG. 5c is a schematic partial sectional view of a part of the structure shown in FIG. 5a, and FIGS. 6a to 6c are operations of the wheel inspection device 10 shown in FIG. 1. Each schematic diagram, Figure 7, is useful for explaining 4I! Figures 8a and 8b, which are explanatory diagrams showing the amount of lateral runout of each wheel of a vehicle at an angle O, show details of two different specific configurations of the support roller 31 used in the wheel inspection device 10 of Figure 1. Each explanatory diagram shown in FIG. 9 is a schematic diagram showing a configuration for measuring a camber angle that can be applied to the wheel inspection device 10 of FIG.
FIG. 0 is a schematic diagram showing a correction system that allows the robot 101 to correct the mounting condition of each wheel based on the results of inspection by the wheel inspection device 10 shown in FIG. 1, and FIG. Support roller 3 of wheel inspection device 10 of
1 is a schematic diagram showing a locking device that can be applied to the wheel inspection device 10 shown in FIG. 13 and 14 are schematic perspective views showing a locking device that can be set in a locked state or an unlocked state and can be applied to the axle inspection device 10 shown in FIG. 1. Each schematic diagram showing a rotating object thrust absorbing device that absorbs the thrust of a rotating object and that can be applied to the wheel inspection device 10 shown in FIG. 1. FIG. 15 shows a sidewall on one side of a wheel. FIG. 3 is a graph diagram showing a detection signal when measuring the amount of lateral runout of a wheel based on information from the vehicle. (Explanation of symbols) 10: Wheel inspection device 11: Frame 12: Equalizer 20: Floating table 27: Upper rotating shaft 3o: Support roller assembly 31: Support roller 40: Lower support table 41: Upper support table 41e: Lower Side rotating shaft 42: Pantograph mechanism 47: Contact roller assembly 52: Rotating table 54: Pantograph 56: Angle sensor 60: Lock device 70 Guide 80: Processing/display device 150: Roller lock device 160 Ni-last absorption device Patent applicant Honda Giken Kogyo Co., Ltd.
Safety Automobile Co., Ltd. 7, Masaaki Kobashi, g. Fig. 3 Fig. 4 Fig. 5o Fig. 5b Fig. 50 Fig. 60 Fig. 6b section Fig. 7

Claims (1)

[Scope of Claims] 1. A wheel inspection system for a four-wheeled vehicle, comprising: a supporting means for rotatably supporting the lower side of each wheel of the four-wheeled vehicle; and a positioning means for positioning the axle by sandwiching both sides of the axle. A pair of wheel inspection devices each having a detection means for detecting a degree of inclination of the wheels with respect to a predetermined reference line are provided for the front wheels of the vehicle and a pair for the rear wheels of the vehicle; The respective supporting means of each pair of wheel inspection devices are connected by a first connecting means located at a symmetrical position with respect to the longitudinal center line of the present system, and each pair of wheel inspection devices for the front wheels and the rear wheels is A wheel inspection system characterized in that the respective positioning means are connected by a second connecting means that is positioned at symmetrical positions with respect to the longitudinal centerline. 2. The wheel inspection system according to claim 1, wherein the support means includes a pair of support rollers arranged in parallel and spaced apart from each other in the front-rear direction. 3. The wheel inspection system according to claim 2, further comprising a drive means for driving and rotating at least one of the pair of support rollers. 4. The wheel inspection system according to claim 3, wherein the drive means is a motor provided in a manner that can be freely engaged with and disengaged from at least one of the support rollers. 5. The vehicle inspection system according to claim 3, wherein the drive means is a motor built into at least one of the support rollers. 6. Any one of claims 1 to 5
2. The vehicle inspection system according to item 1, wherein the positioning means includes a plurality of contact rollers that are provided on both sides of the wheel so as to be movable toward and away from the wheel and are in rolling contact with both sides of the wheel. 7. In claim 6, the plurality of contact rollers are disposed so as to be in rolling contact with at least one on each side of the wheel, and the plurality of contact rollers are arranged to roll symmetrically on the left and right sides. A vehicle inspection system characterized by contact. 8. Any one of claims 1 to 7
2. The wheel inspection system according to item 1, further comprising processing/display means for receiving the detection signals from each of the detection means, performing predetermined processing, and displaying the results. 9. The wheel inspection system according to claim 8, wherein the processing/display means stores a predetermined program, and processes the detection signals from each of the detection means according to the predetermined program. . 10. Claim 9, characterized in that the predetermined program includes angle tracking data of a four-wheel steering vehicle, and the angle change of the rear wheels is predetermined in accordance with the angle change of the front wheels. Wheel inspection system. 11. In any one of claims 1 to 10, the pair of front wheels are rotated in opposite directions, the pair of rear wheels are rotated in opposite directions, and the right side A wheel inspection system characterized by rotating a front wheel and a rear wheel in opposite directions, and rotating a left front wheel and a rear wheel in opposite directions. 12. In any one of claims 1 to 11, the first connecting means has an equalizer, and the second connecting means has a pantograph. Wheel inspection system. 13. In any one of claims 1 to 12, the pair of wheel inspection devices for front wheels or rear wheels is configured to A wheel inspection system characterized in that it can be moved in any direction and can be adjusted to the wheelbase distance of a vehicle to be inspected. 14. In any one of claims 1 to 13, the sensing means is arranged at an angle disposed on a vertical line passing through the geometric center of the wheel determined by the positioning means. A wheel inspection system characterized by having a sensor.