JPH01114504A - Slanting angle adjusting method of wish-bone type wheel - Google Patents
Slanting angle adjusting method of wish-bone type wheelInfo
- Publication number
- JPH01114504A JPH01114504A JP27203287A JP27203287A JPH01114504A JP H01114504 A JPH01114504 A JP H01114504A JP 27203287 A JP27203287 A JP 27203287A JP 27203287 A JP27203287 A JP 27203287A JP H01114504 A JPH01114504 A JP H01114504A
- Authority
- JP
- Japan
- Prior art keywords
- line
- angle
- toe
- camber
- adjustment
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims description 5
- 239000000725 suspension Substances 0.000 claims description 7
- 230000008859 change Effects 0.000 claims description 5
- 238000005259 measurement Methods 0.000 description 5
- 230000035939 shock Effects 0.000 description 5
- 239000006096 absorbing agent Substances 0.000 description 4
- 230000009471 action Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000007796 conventional method Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G3/00—Resilient suspensions for a single wheel
- B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
- B60G3/20—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram all arms being rigid
- B60G3/26—Means for maintaining substantially-constant wheel camber during suspension movement ; Means for controlling the variation of the wheel position during suspension movement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Body Structure For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明はウィツシュボーン型懸架装置による車輪の傾斜
角度調整方法に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a method for adjusting the inclination angle of a wheel using a Witschborn suspension system.
（従来の技術）
乗用車と車体との中間にあって、両者を結合させるとと
もに、路面の凹凸に対して衝撃を吸収させ乗心地をよく
するウィツシュボーン型懸架装置は良く知られている。(Prior Art) Witschbone type suspension systems are well known, which are located between a passenger car and a vehicle body, connect the two, absorb shocks from uneven road surfaces, and improve riding comfort.
ウィツシュボーン型懸架装置は、車輪に固着されるナッ
クルアームと、このナックル７−ムの上端、下端に係着
し上下動可能とされたアッパアーム、ロアアームと、バ
ネ付きショックアブソーバとからなる
また、車輪にはホイルアライメントと称する傾斜角をも
たせている。車体前方から見て車輪をわずかに傾斜させ
ることをキャンバ、車体上方から見下して車輪の前側を
わずかに内側に向けることをトーインと称し、これらの
傾斜角度を夫々キャンバ角、トー角という。The wishbone type suspension system consists of a knuckle arm that is fixed to the wheel, an upper arm and a lower arm that are attached to the upper and lower ends of the knuckle and can move up and down, and a shock absorber with a spring. The wheels have an inclination angle called wheel alignment. Slightly tilting the wheels when viewed from the front of the vehicle is called camber, and toe-in is when looking down from above the vehicle and turning the front side of the wheels slightly inward.These angles of inclination are called the camber angle and toe angle, respectively.
キャンバ角を調整するにはアッパアームもしくはロアア
ームを進退させ、トー角を調整するにはタイロッドを押
し引きする。To adjust the camber angle, move the upper arm or lower arm back and forth, and to adjust the toe angle, push or pull the tie rod.
従来、車輪の傾斜角度を調整するには、先ず、車輪の傾
斜角度を測定機で測定し、それらキャンバ角、トー角が
ともに基準に入るまで調整する。Conventionally, in order to adjust the inclination angle of a wheel, first, the inclination angle of the wheel is measured with a measuring device, and the adjustment is made until both the camber angle and toe angle fall within the standard.
ところで、ナックルアームは、車輪のタイヤ部分を回避
すべく曲線状に形成され、且つキャスタ作用をなすべく
車体後方へ傾斜して取り付けられるのでキャンバ角もし
くはトー角の一方を調整すると他方も変化することは周
知である。By the way, the knuckle arm is formed in a curved shape to avoid the tire part of the wheel, and is attached at an angle toward the rear of the vehicle body to perform a caster action, so adjusting either the camber angle or the toe angle will change the other. is well known.
したがって、従来にあっては、キャンバ角調整−傾斜角
計測→トー角調整→傾斜角計測→キャンバ角調整→傾斜
角計測→トー角調整・・・・・・のごとくくり返してい
た。Therefore, in the past, the process was repeated as follows: camber angle adjustment - inclination angle measurement -> toe angle adjustment -> inclination angle measurement -> camber angle adjustment -> inclination angle measurement -> toe angle adjustment...
（発明が解決しようとする問題点）
上記した従来方法は、調整回数が多く、その為の時間が
長い、また、調整者の経験と勘に頼ることとなるので１
機械化が難しい。(Problems to be solved by the invention) The conventional method described above requires many adjustments, takes a long time, and relies on the experience and intuition of the adjuster.
Difficult to mechanize.
（問題点を解決するための手段）
前記問題点を解決すべく本発明は、車輪のキャンバ角と
トー角とを夫々グラフ用平面のＸ軸とＹ軸に目盛り、懸
架装置のタイロッドとアッパアーム、またはタイロッド
とロアアームとを保持しつつロアアームのみまたはアッ
パアームのみを進退させて得られるキャンバ角とトー角
との関係をキャンバ線とし、同様にロアアームとアッパ
アームとを保持しタイロッドのみを進退させて得られる
関係をトー線とし、これらキャンバ線とトー線の夫々を
調整基準点を通す如くしてグラフ用平面に記入してなる
調整用グラフを用意する。(Means for Solving the Problems) In order to solve the above problems, the present invention provides scales for the camber angle and toe angle of the wheels on the X and Y axes of a graphing plane, respectively, the tie rods and upper arms of the suspension system, Alternatively, the camber line is the relationship between the camber angle and toe angle obtained by moving only the lower arm or only the upper arm forward and backward while holding the tie rod and lower arm, and the relationship between the camber angle and toe angle obtained by moving only the tie rod forward and backward while holding the lower arm and upper arm in the same way. An adjustment graph is prepared in which the relation is a toe line, and each of the camber line and toe line is drawn on a graph plane so as to pass through an adjustment reference point.
（作用）
車輪の傾斜角度調整に際しては、車輪のキャンバ角とト
ー角とを実測し、前記調整用グラフにプロットし、この
プロット点から、キャンバ線に平行な線を延ばし、この
線とトー線の交点を求め、この交点とプロット点のＸ軸
方向の変化量をキャンバ角調整量とし、またプロット点
からトー線に平行な線を延ばし、この線とキャンバ線の
交点を求め、この交点とプロット点のＹ軸方向の変化量
をトー角調整量として、車輪の傾斜角度を調整する。(Function) When adjusting the inclination angle of the wheel, measure the camber angle and toe angle of the wheel, plot them on the adjustment graph, extend a line parallel to the camber line from this plot point, and connect this line with the toe line. Find the intersection of , set the amount of change in the X-axis direction between this intersection and the plot point as the camber angle adjustment amount, extend a line parallel to the toe line from the plot point, find the intersection of this line and the camber line, and The inclination angle of the wheel is adjusted using the amount of change in the plotted point in the Y-axis direction as the toe angle adjustment amount.
（実施例） 以下に本発明の実施例を添付図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the accompanying drawings.
第１図はウィツシュボーン型前輪廻り後面図、第２図は
第１図のＡ方向から見たナックルアーム図、第３図は第
２図のＢ−Ｂ矢視図、第４図は第２図のＣ−Ｃ矢視図で
ある。Figure 1 is a rear view of the Wishbone type front wheels, Figure 2 is a knuckle arm view seen from direction A in Figure 1, Figure 3 is a view taken along the line B-B in Figure 2, and Figure 4 is a view of the knuckle arm seen from direction A in Figure 1. It is a CC arrow view of FIG.
ウィツシュボーン型車輪ｌは、車輪２のホイール２ａに
嵌入するナックルアーム３と、ナックルアーム３の上端
部３ａにポールジヨイント３ｂを介して回転自在に係着
されるアッパアーム４と、ナックルアーム３の下端部３
Ｃにポールジヨイント３ｄを介して揺動自在に係着され
るロアアーム５と、ナックルアーム３の後方延出部３ｅ
にポールジヨイント３ｆを介して回転自在に係着される
タイロッド６と、前記ロアアーム５の略中夫に係着して
立設するバネ７付きショックアブソーバ８とからなる。The wishbone type wheel l includes a knuckle arm 3 that fits into the wheel 2a of the wheel 2, an upper arm 4 rotatably attached to the upper end 3a of the knuckle arm 3 via a pole joint 3b, and the knuckle arm 3. lower end 3
A lower arm 5 is swingably attached to C via a pole joint 3d, and a rearward extending portion 3e of the knuckle arm 3.
The lower arm 5 includes a tie rod 6 which is rotatably engaged through a pole joint 3f, and a shock absorber 8 with a spring 7 which is engaged with and erected approximately at the central shaft of the lower arm 5.
前記アッパアーム４とロアーアーム５の他端部４ａ、５
ａは車体フレーム（図示せず）に回転自在に軸支されて
いる。ロアーアーム５の他端５ａには偏心カム５ｂが介
設され、この偏心カム５ｂの作用にてロアーアーム５は
図面左拳右方向に移動する。The other ends 4a and 5 of the upper arm 4 and lower arm 5
a is rotatably supported by a vehicle body frame (not shown). An eccentric cam 5b is interposed at the other end 5a of the lower arm 5, and the action of the eccentric cam 5b causes the lower arm 5 to move to the right in the left direction in the drawing.
前記ショックアブソーバ８の上端は車体フレームに固着
される。The upper end of the shock absorber 8 is fixed to the vehicle body frame.
したがって、これらナックルアーム３、アッパアーム４
およびロアーアーム５は平行四辺形の三辺を形成し、車
輪２を垂直線に沿って上下させる。この三辺の形状はシ
ョックアブソーバ８によって維持されている。Therefore, these knuckle arms 3 and upper arms 4
The lower arm 5 forms three sides of a parallelogram, and moves the wheel 2 up and down along a vertical line. This three-sided shape is maintained by the shock absorber 8.
前記タイロッド６は、乗用車の操向即ち旋回に係るもの
で、ステアリング装置の作動を車輪２に伝え、この車輪
２を右または左に回転させる。The tie rod 6 is related to steering, that is, turning, of the passenger car, and transmits the operation of the steering device to the wheels 2 to rotate the wheels 2 to the right or left.
以下の説明のために、第２図〜第４図に示す如く、車輪
２の中心点をＰｌ、ナックルアーム３の上端のポールジ
ョイン）３ｂ、下端のポールジョイン）３ｄ、後方のポ
ールジョイン）３ｆの揺動中心をそれぞれＰ２ 、Ｐ３
、Ｐ４とし、その記号を第２図〜第４図に加入する。For the following explanation, as shown in FIGS. 2 to 4, the center point of the wheel 2 is Pl, the upper end of the knuckle arm 3 (pole joint) 3b, the lower end of the pole join) 3d, and the rear pole join) 3f. The oscillation centers of P2 and P3 are respectively
, P4, and its symbol is added to FIGS. 2 to 4.
これらＰ１〜Ｐ４は、車体に対して３次元配置となって
いるので、後述する如く互いに影響しあい複雑な移動軌
跡を抽く。Since these P1 to P4 are arranged three-dimensionally with respect to the vehicle body, they influence each other and draw a complicated movement trajectory as described later.
本発明では、先ず、第５図に示すようにＸ軸にキャンバ
角、Ｙ軸にトー角を目盛ったグラフ用平面１０を作成す
る。In the present invention, first, as shown in FIG. 5, a graphing plane 10 is created, with the camber angle on the X axis and the toe angle on the Y axis.
次いで、キャンバ角およびトー角の調整基準値の夫々を
たとえば一２０分および０分と定めたウィツシュボーン
型車輪ｌにおいて、アッパアーム４とタイロッド６を保
持したままでロアアーム５の偏心カム５ｂのみを回動す
る。車輪２はＰ２とＰ４を通る線分Ｑｌ−Ｑｌを回転軸
にして揺動する。Next, in a wishbone type wheel l whose camber angle and toe angle adjustment reference values are set to, for example, 120 minutes and 0 minutes, only the eccentric cam 5b of the lower arm 5 is adjusted while the upper arm 4 and tie rod 6 are held. Rotate. The wheel 2 swings around a line segment Ql-Ql passing through P2 and P4 as the axis of rotation.
この際のキャンバ角とトー角を傾斜角計測機（図示せず
）にて計測し記録し、これを結んで得た直線を前記調整
基準点（−２０分、０分）ＲＯを通すべく平行移動し、
グラフ用平面１０に記入したものが第５図に示すキャン
バ線Ｄｃである。At this time, measure and record the camber angle and toe angle with an inclination angle measuring device (not shown), and connect them to make a straight line parallel to the adjustment reference point (-20 minutes, 0 minutes) so that it passes through RO. move,
What is drawn on the graph plane 10 is the camber line Dc shown in FIG.
次に、アッパアーム４とタイロッド６を保持したままで
タイロッド６を進退させる。車輪２は、Ｐ２とＰ３を通
る線分Ｑ２−Ｑ２を回転軸にして揺動する。この際のキ
ャンバ角とトー角を計測、記録し、これを結び、調整基
準点ＲＯへ平行ｉ動じ、グラフ用平面１０に記入したも
のが第５図に示すトー線Ｄｔである。Next, while holding the upper arm 4 and tie rod 6, the tie rod 6 is moved forward and backward. The wheel 2 swings around a line segment Q2-Q2 passing through P2 and P3 as the axis of rotation. The camber angle and toe angle at this time were measured and recorded, connected, moved in parallel to the adjustment reference point RO, and drawn on the graphing plane 10, which is the toe line Dt shown in FIG.
このようにグラフ用平面１０にキャン／＜線ＤＣとトー
線Ｄｔを記入して為した調整グラフ１０ａを、車両種類
毎に用意する。An adjustment graph 10a created by writing the can/< line DC and toe line Dt on the graph plane 10 in this way is prepared for each type of vehicle.
尚、本実施例ではキャンバ線ＤＣ，トー線Ｄｔを求める
為に、実際のウィツシュボーン型車輪ｌを作動させたが
、例えば計算機や模型でこれらを推定してもよい、また
グラフ用平面１０はグラフ用紙が好例であるが、計算機
のメモリ領域に記憶させたものでもよい。In this embodiment, an actual Wishbone type wheel l was operated in order to obtain the camber line DC and toe line Dt, but these may also be estimated using a computer or a model, or the graph plane 10 A good example is graph paper, but it may also be stored in the computer's memory area.
車両組立−調整ラインに、車輪の傾斜角度調整機（図示
せず）を配置し、これにて調整されるべき車輪のキャン
バ角とトー角を実測する。A wheel inclination angle adjuster (not shown) is placed on the vehicle assembly/adjustment line, and the camber angle and toe angle of the wheel to be adjusted are actually measured using this machine.
ある実測値は、キャンバ角が一５０分、トー角が＋１０
０分であった。この値を前記調整用グラフｌＯａにプロ
ット（第６図にＲ１と記す）し、このＲ１からキャンバ
線Ｄｃに平行線を引き、この平行線とトー線Ｄｔとの交
点（Ｒ２と記す）を求め、一方Ｒ１からトー線Ｄｔに平
行線を引き、この平行線とキャンバ線Ｄｃとの交点（Ｒ
３と記す）を求める。Some actual measurements show that the camber angle is 150 minutes and the toe angle is +10 minutes.
It was 0 minutes. Plot this value on the adjustment graph lOa (denoted as R1 in Figure 6), draw a parallel line from this R1 to the camber line Dc, and find the intersection of this parallel line and the toe line Dt (denoted as R2). , on the other hand, draw a parallel line from R1 to the toe line Dt, and draw the intersection of this parallel line and the camber line Dc (R
(denoted as 3).
そして、キャンバ角については、ブロー／ ト点Ｒ１（
７）Ｘ座標（−５０分）と交点Ｒ２のＸ座標（−３１分
）との差を変化させるべき量として、差（１９分）分を
ロアアーム５にて調整する。またトー角については、プ
ロット点のＹ座標（＋１００分）と交点Ｒ３のＹ座標（
−７６分）との差を変化せるべき量として、差（１７６
分）分をタイロッド６にて調整する。As for the camber angle, blow/to point R1 (
7) Adjust the difference (19 minutes) using the lower arm 5 as the amount by which the difference between the X coordinate (-50 minutes) and the X coordinate (-31 minutes) of the intersection R2 is to be changed. Regarding the toe angle, the Y coordinate of the plot point (+100 minutes) and the Y coordinate of the intersection R3 (
-76 minutes) as the amount that should be changed.
minutes) using tie rod 6.
この操作によって、点Ｒ１は、矢印入方向に調整され、
結果、調整基準点ＲＯへ移行する。By this operation, point R1 is adjusted in the direction of the arrow,
As a result, it moves to the adjustment reference point RO.
尚、本実施例では、ロアアーム５をｌ＋ｕｅ単位で進退
させた際の、キャンバ角とトー角の座標をキャンバ線Ｄ
Ｃ上にｃｌ−ｃ９の如く目盛り、同様に）−１ｉＤｔ上
にｔ１〜ｔ９と目盛っである。In this embodiment, the coordinates of the camber angle and toe angle when the lower arm 5 is moved forward and backward in units of l+ue are defined as the camber line D.
There are scales such as cl-c9 on C, and similarly, scales t1 to t9 on )-1iDt.
また、トー線Ｄｔはキャンバ線Ｄｃに比較して傾斜が急
であり、トー線Ｄｔに沿っては、トー角はキャンバ角に
対して大きく変化する。Further, the toe line Dt has a steeper slope than the camber line Dc, and along the toe line Dt, the toe angle changes greatly with respect to the camber angle.
よって、本方法を人力にて遂行するには、第７図に示す
如く、Ｒ１からキャンバ線Ｄｃに平行線を引いてＲ２を
求め、キャンバ角はＲ１→Ｒ２の目盛２．８■、トー角
はＲ２→ＲＯの目盛６゜５■を知り、先ずロアアーム５
を２．８ｍｍ引いて傾斜角を再測定し、Ｒ２の値を確認
して後、タイロッド６を６．５■引く如くして調整する
。上記傾斜角再測定の際に、再測定点がトー線に十分合
致していない場合には、再度キャンバ角を調整すること
によって、調整不良を防止できる。Therefore, in order to carry out this method manually, as shown in Fig. 7, R2 is obtained by drawing a parallel line from R1 to the camber line Dc, and the camber angle is 2.8 cm on the scale of R1 → R2, and the toe angle is knows the R2 → RO scale 6°5■, and first lower arm 5
Pull 2.8mm and remeasure the inclination angle, check the value of R2, and then adjust by pulling the tie rod 6 by 6.5mm. When the inclination angle is re-measured, if the re-measurement point does not sufficiently match the toe line, the camber angle is adjusted again to prevent maladjustment.
以上に述べた如く、実測値を与えてキャンバ角調整量と
トー角調整量とを調整用グラフ１０ａから求め、キャン
バ角→トー角もしくはトー角→キャンバ角またはキャン
バ角とトー角同時のいずれの順で調整するかは人力、機
械力、計算機の併用によって任意に決定すればよい。特
に計算機に傾斜角を取り込み、この計算機からカム及び
タイロッドのネジを回動せしめるロボットに制御指令す
る調整機構にあっては、調整順序の変更は自在で、調整
精度の向上を図れる。As described above, the camber angle adjustment amount and toe angle adjustment amount are determined from the adjustment graph 10a by giving actual measured values, and either camber angle → toe angle, toe angle → camber angle, or camber angle and toe angle simultaneously. The order in which the adjustments should be made may be arbitrarily determined by using a combination of human power, mechanical power, and a computer. Particularly in the case of an adjustment mechanism that inputs the angle of inclination into a computer and sends control commands from the computer to the robot that rotates the screws of the cam and tie rod, the order of adjustment can be changed freely and the accuracy of adjustment can be improved.
また、キャンバ角を調整する手段として、ロアアーム５
の替りにアッパアーム４にカムなどの調整機構を付設し
て、アッパアーム４を進退させても同様の効果を発揮す
る。In addition, as a means for adjusting the camber angle, the lower arm 5
Instead, the same effect can be obtained by attaching an adjustment mechanism such as a cam to the upper arm 4 and moving the upper arm 4 forward and backward.
（発明の効果）
以上に説明したように、本発明によれば、傾斜角を測定
し、この測定値からキャンバ角とトー角の調整量を決定
するので、調整回数が少く、調整時間が短い、また、調
整が容易となるので作業者の塾練度を必要とせず、更に
機械化が容易に図れる。(Effects of the Invention) As explained above, according to the present invention, since the inclination angle is measured and the amount of adjustment of the camber angle and toe angle is determined from the measured value, the number of adjustments is small and the adjustment time is short. In addition, since the adjustment is easy, the operator does not need to have much training, and furthermore, mechanization can be easily achieved.
第１図はウィツシュボーン型車輪廻り後面図、第２図は
第１図のＡ方向から見たナックルアーム図、第３図は第
２図のＢ−Ｂ矢視図、第４図は第２図のＣ−Ｃ矢視図、
第５図は本発明に係る調整用グラフ、第６図は調整用グ
ラフの作用図、第７図は調整用グラフの別の作用図であ
る。
尚、図面中、ｌはウィツシュボーン型車輪、２は車輪、
４はアッパアーム、５はロアアーム、６はタイロッド、
１０はグラフ用平面、１０ａは調整用グラフ、Ｄｃはキ
ャンバ線、Ｄｔはトー線、ＲＯは調整用基準点、Ｒ１は
実測値のプロット点、Ｒ２、Ｒ３は交点である。
第１図
−５０−４０−３０−２０−１００＋ｌＯキ〒ンパ角
け）
ＪＣ
Ｂヨ
第６図
キ〒ンへ角 （今）
−５０−４０−３０−２０−ＩＱ Ｏ＋ｌＯキャ八
角へ（今）Figure 1 is a rear view of the Wishbone type wheels, Figure 2 is a knuckle arm view seen from direction A in Figure 1, Figure 3 is a view taken along the line B-B in Figure 2, and Figure 4 is a view of the knuckle arm seen from direction A in Figure 1. C-C arrow view in Figure 2,
FIG. 5 is an adjustment graph according to the present invention, FIG. 6 is an operational diagram of the adjustment graph, and FIG. 7 is another operational diagram of the adjustment graph. In addition, in the drawing, l is a wishbone type wheel, 2 is a wheel,
4 is the upper arm, 5 is the lower arm, 6 is the tie rod,
10 is a graph plane, 10a is an adjustment graph, Dc is a camber line, Dt is a toe line, RO is an adjustment reference point, R1 is a plot point of actual measured values, and R2 and R3 are intersection points. Figure 1 -50-40-30-20-100+lO damper angle
ke) JC B Yo Figure 6 〒 to angle (now) -50-40-30-20-IQ O+lO to octagon (now)
Claims (1)
ンバ角とトー角とを夫々グラフ用平面のＸ軸とＹ軸に目
盛り、 懸架装置のタイロッドとアッパアーム、またはタイロッ
ドとロアアームとを保持しつつロアアームのみまたはア
ッパアームのみを進退させて得られるキャンバ角とトー
角との関係をキャンバ線とし、同様にロアアームとアッ
パアームとを保持しタイロッドのみを進退させて得られ
る関係をトー線とし、これらキャンバ線とトー線の夫々
を調整基準点を通す如くして前記グラフ用平面に記入し
てなる調整用グラフを用意し、 車輪の傾斜角度調整に際しては、車輪のキャンバ角とト
ー角とを実測し、前記調整用グラフにプロットし、 このプロット点から、キャンバ線に平行な線を延ばし、
この線とトー線の交点を求め、この交点とプロット点の
Ｘ軸方向の変化量をキャンバ角調整量とし、 またプロット点からトー線に平行な線を延ばし、この線
とキャンバ線の交点を求め、この交点とプロット点のＹ
軸方向の変化量をトー角調整量として、 車輪の傾斜角度を調整するようにしたことを特徴とする
ウィッシュボーン型車輪の傾斜角度調整方法。[Claims] The camber angle and toe angle of a wheel suspended by a wishbone type suspension system are scaled on the X-axis and Y-axis of a graph plane, respectively, and the tie rod and upper arm of the suspension system, or the tie rod and lower arm of the suspension system. The camber line is the relationship between the camber angle and the toe angle obtained by moving only the lower arm or only the upper arm forward and backward while holding the camber line, and the toe line is the relationship obtained by similarly holding the lower arm and upper arm and moving only the tie rod back and forth. , an adjustment graph is prepared in which each of the camber line and toe line is drawn on the graph plane by passing through the adjustment reference point, and when adjusting the inclination angle of the wheel, the camber angle and toe angle of the wheel are Measure it, plot it on the adjustment graph, extend a line parallel to the camber line from this plot point,
Find the intersection between this line and the toe line, set the amount of change in the X-axis direction between this intersection and the plot point as the camber angle adjustment amount, extend a line parallel to the toe line from the plot point, and find the intersection between this line and the camber line. Find the Y of this intersection and the plot point
A method for adjusting the inclination angle of a wishbone type wheel, characterized in that the inclination angle of the wheel is adjusted using the amount of change in the axial direction as the toe angle adjustment amount.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27203287A JPH01114504A (en) | 1987-10-28 | 1987-10-28 | Slanting angle adjusting method of wish-bone type wheel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27203287A JPH01114504A (en) | 1987-10-28 | 1987-10-28 | Slanting angle adjusting method of wish-bone type wheel |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01114504A true JPH01114504A (en) | 1989-05-08 |
| JPH05275B2 JPH05275B2 (en) | 1993-01-05 |
Family
ID=17508177
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP27203287A Granted JPH01114504A (en) | 1987-10-28 | 1987-10-28 | Slanting angle adjusting method of wish-bone type wheel |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01114504A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008052905A1 (en) * | 2008-10-23 | 2010-04-29 | Bayerische Motoren Werke Aktiengesellschaft | Suspension with lane and camber adjusters, and lane and camber adjustment methods |
-
1987
- 1987-10-28 JP JP27203287A patent/JPH01114504A/en active Granted
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102008052905A1 (en) * | 2008-10-23 | 2010-04-29 | Bayerische Motoren Werke Aktiengesellschaft | Suspension with lane and camber adjusters, and lane and camber adjustment methods |
| WO2010045999A1 (en) * | 2008-10-23 | 2010-04-29 | Bayerische Motoren Werke Aktiengesellschaft | Wheel suspension with adjuster devices for toe-in and camber and method for toe-in and camber adjustment |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH05275B2 (en) | 1993-01-05 |
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