JPH0449041B2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to a wheel alignment measuring device.

Paper in “Craft Hand” no. 18, 1978 [title “Achsvenmessung-grundlegende Neuerung”]
To overcome the shortcomings of the optical systems previously used in the industry (detailed in the above paper), a completely new way of measuring vehicle alignment has been developed. More importantly, it was said that it was necessary to align the wheels to an optical four-corner view. In this paper, the author argues that to meet today's demands, such wheel alignment devices need to be able to control not only camber, caster, toe-in and toe-out (as is commonly practiced), but also the geometric drive axle of the front wheels. It stated that the design must also measure the single wheel tracking angle relative to the axis of symmetry of the rear wheels, the single wheel tracking angle relative to the axis of symmetry of the rear wheels, the total tracking angle of the front wheels and the total tracking angle of the rear wheels. The axis of symmetry is defined as an imaginary line extending from the center of the front axle to the center of the rear axle.
The zero value of the single wheel tracking angle of the rear wheel is the position where the wheel axis is perpendicular to the axis of symmetry. The geometric drive axis is the line that bisects the total tracking angle of the rear wheels,
Or in other words, it is defined as an imaginary line on which the rear wheels are equally sloped. The zero value of the single wheel tracking angle for the front wheel is the position where the wheel axis is perpendicular to the geometric drive axis. On the other hand, tracking differences, ie differences in the tracking of the front and rear wheels, and wheel base differences, ie differences in the axle distance between the front axle and the rear axle, are not taken into account in the measuring operation. That is, they do not have any influence on the obtained indicated value.

In the prior art, families of measuring devices have been developed that are capable of measuring one or more wheel alignment angles (e.g. French patent no.
2343221 specification, US Patent No. 4126943 specification,
British Patent No. 1372064, German Patent No.
2935899 and 2926337, Swiss Patent No. 424288 and U.S. Patent No.
3417479 specification). These prior art measurement devices are generally overly complex and cannot be used to measure the necessary wheel alignment angles. US Patent No.
Specification No. 4126943 and French Patent No. 2343221
In that specification, two measuring units (projectors) are placed only on the front wheel, and the rear wheel only has a reflector for the projector of the front wheel. Therefore, the angular alignment of the rear wheels is not fully taken into account in the measurement process.
As a result, it is not possible to meet all the requirements placed on today's wheel alignment measurement systems. UK patent no.
1372064 and DE 2926337, only the alignment of the front wheels is measured;
The position and angle of the rear wheels are not taken into account. In German Patent No. 2926337, the two measuring units placed on the front wheel are connected to a member that grasps the rear wheel by a flexible cable, but the position and angle of the rear wheel are not sufficiently taken into consideration. do not have. For this reason, the three prior art devices just described cannot be said to meet the above conditions that must be observed. Finally, Swiss patent no.
No. 424,288 and US Pat. No. 3,417,479 relate to devices that require a rigid frame if the alignment or angle of all four wheels is to be measured. Due to their size, such measuring frames can hardly be moved between locations;
In fact, it can only be used in one location and cannot be used in many different locations in a car repair station.

One aim of the invention is to design a very simple wheel alignment measuring device which fully meets modern requirements and which can be operated without an external reference system, i.e. can be used in any desired position.

In order to carry out these and other objects, the wheel alignment measuring device of the invention has six angle measuring units, two of which are:
One angle measuring unit is fixed to the front wheel to measure the total tracking angle of the front wheels, and another two angle measuring units are placed on the left front wheel and the left rear wheel to measure the angle of these wheels. The right side is placed on the front wheel and the rear wheel to measure the angle of these wheels. The apparatus of the present invention also includes means for rigidly coupling each angle measuring unit with another angle measuring unit and an electrical system designed to provide an indication for wheel alignment data from the angles measured by said angle measuring unit. Has a circuit.

The angle measuring unit of the device according to the invention can be, for example, an optical or electrical angle measuring unit. In a preferred embodiment of the device according to the invention, an electrical angle measuring unit, ie an angle pickup or a deflection indicator, is used. If anything,
This is because such a pickup is solid and simple in structure, and its output signal is electrical, so that the signal input can be made directly into an electrical circuit. The first and second angle pick-ups are
Located at the end of a support arm, this arm is fixed at an angle to the front wheel, in particular parallel to it, and is designed to project forwardly beyond the front wheel. Third and fourth angle pickups are secured to the front wheel, and fifth and sixth angle pickups are secured to the rear wheel in alignment with its axis of rotation. By elastic tension elements, the first angular pick-up is connected to the second angular pick-up, the third pick-up is connected to the fifth pick-up placed on the same side of the car, and the fourth pick-up is connected to the sixth pick-up on the same side of the car. , so that such pick-ups have opposite interactions with each other in relation to their positions.

The wheel alignment measuring device of the invention is based on the fact that all that is required to provide an indication of the wheel alignment angle is knowing the relative angles of the separate wheels with respect to each other. For this reason, the device of the invention can be used in different positions if required, ie no external fixed reference points are required. In any case, the differences in camber, caster and steering angle are independent of external reference points, so that these measurement operations can be carried out as in the prior art.

Tracking and wheelbase differences are eliminated and have no effect on the measurement task. Such removal is accomplished by correct positioning of the angular pickup and electrical polarity (whether the output of the pickup is positive or negative), as will become clear below.

Wheel alignment can be measured with measuring devices such as those described above. In order to accurately measure the tracking of a vehicle, it is important to have knowledge of the vehicle's geometric drive axis and the offset angle of the wheels with respect to said axis and the axis of symmetry. Until now,
The geometrical drive axis is calculated from the angle of the rear wheels, and this indicated value must be obtained in advance by a number of different measuring operations. Measuring wheel offsets requires even more measurement operations and the data are processed with complex mathematical calculations. For this reason, the measuring device according to the invention further comprises a geometrical drive axis;
It has the purpose of sensing and displaying the wheel offset angle relative to the geometric drive axis and the wheel offset angle relative to the symmetrical axis.

In order to display the geometrical drive axis, the wheel alignment measurement device of the invention is further characterized by having an electrical circuit for displaying the geometrical drive axis,
The circuit has a calculator coupled to the output of the rear wheel angle measuring unit, and further an inverter is arranged in the circuit between the calculator and one of the rear wheel angle measuring units, and an inverter is arranged in the circuit between the calculator and one of the rear wheel angle measuring units. The output of is combined with a divider which reduces, more particularly halves, its output signal.

In order to measure the wheel offset angle of the front wheels with respect to the geometric drive axle, an electric circuit for measuring the wheel offset angle of the front wheels with respect to the geometric drive axle is additionally used, which circuit is connected to the outputs of the six angle measuring units. between the calculator and the three angle measuring units arranged on the same side of the car, an inverter is placed in each case in front of the calculator, and the output signal of the calculator is In order to divide the
More specifically, a divider is combined with the output of the calculator for halving.

The wheel alignment device of the present invention is designed to measure the wheel offset angle of the front wheels with respect to the axis of symmetry.
Furthermore, an electric circuit is used for measuring the wheel offset angle of the front wheels with respect to the axis of symmetry, such a circuit has a calculator, the output of which is combined with the first four angle measuring units connected to the front wheels. between the calculator and the two angle measuring units placed on the same side of the car, an inverter is placed in conjunction with the input of the calculator to divide the output signal of the calculator. More specifically, a divider is combined with the output of the calculator to halve.

The wheel alignment measurement device of the invention in the three forms just described provides a simple representation of the true representation (in degrees and minutes) for the geometrical drive axis and symmetry axis as well as for the wheel offset angle with respect to the geometrical drive axis. give.
With such a measurement system, the desired display can be directly obtained without complicated operations and calculations. A single switch operation is required to obtain the required value from the electrical circuit. The measuring device of the invention is generally simple and inexpensive. This is because only one additional electrical circuit and switch is required and the display system of the first form of the invention described above can be utilized.

Furthermore, the circuit operation of the three last-mentioned versions of the measuring device of the invention is based on a comparison of the symmetrical angular positions of the wheels on one side and the wheels on the other side of the vehicle undergoing the wheel alignment test. The output voltage of the angle pickup fixed on one side of the vehicle is converted by an inverter and then added to the output voltage of the angle pickup on the other side. In a way that depends on the desired display,
The output voltages of two, four or six angle pickups are processed. The output voltages of all six angle pickups are processed to obtain an indication of the wheel offset relative to the geometric drive axis. The wheel offset of the front wheels with respect to the axis of symmetry is measured using the output voltages of four corner pickups coupled to the front wheels either directly or by support arms. moreover,
An indication for the geometric drive shaft can be obtained from the output signal of an angle pickup coupled to the rear wheels.

Preferably, the left side of the car is taken as the starting base or baseline for the measurement operation. This is because the handle is generally on the left side. However, if the left side is taken as the baseline, the output voltage from the angle pickup on the right side of the car is changed sign in the inverter system. If the indication of the geometric drive axis is positive, the axis is to the right of the axis of symmetry; if the indication is negative, the axis is to the left of the axis of symmetry.

First, the definitions of "axis of symmetry,""geometric drive axis,""wheel offset angle," and "angle between the geometric drive axis and the symmetry axis" will be described using FIGS. 1 to 4.

The "axis of symmetry" is taken as the line A running through the center of the line connecting the axial centers of the front wheels 7 and 8 and the center of the line connecting the axial centers of the rear wheels 9 and 10 (FIG. 1). The geometrical drive axis (FIG. 2) is a line B that bisects the angle depending on the position of the rear wheels 9 and 10 and runs forward, ie in the direction of movement of the car.
"Wheel offset angle of the front wheels with respect to the geometric drive axis" is the angle between the line running between the centers of the front wheels and the line perpendicular to the geometric drive axis, which is α in Fig. 3.
is shown as Finally, FIG. 4 shows β, which is the "angle between the geometrical drive axis (line B) and the axis of symmetry (line A)".

In FIG. 5, the angle measuring unit takes the form of six angle pick-ups 1-6 (or deflection indicators) fixed to the front wheels 7 and 8 and the rear wheels 9 and 10 of the car. The car has a front axle 11 and a rear axle 12. However, the device of the invention can also be used in vehicles that do not have such a single axle. The pick-ups 3, 4, 5 and 6 are indicated by fixed units 13, 14, 15, 16 on the wheels. Details of such fixation units are given in the prior art, for example in US Pat. No. 4,126,943. The fixing units 13-16 hold the angle pickups 3-6 on the axis of rotation of a certain wheel. Pick-ups 1 and 2 support arms 17 and 1.
8, and these support arms are connected to the fixing units 13 and 1 parallel to the direction of movement of the front wheels.
4 and placed in front of the front wheels, i.e. in front of the front wheels in the direction of motion of the car. Such systems are used in the prior art (eg DE 2935899).

The angular pick-ups 1 and 2 are connected to each other by elastic tension elements 19 and are thereby made to interact and counteract each other, that is, if the front wheel is rotated some distance to the left out of the central position, the pick-ups 1 gives a negative indication of the angle change, pick up 2 gives the opposite sign (i.e. positive)
gives an equal representation of .

The pick-ups 3 and 5 are connected by a tension element 20 and are rotated towards each other so as to have a direct and opposite effect on each other. In other words, when the pick-up 5 is placed in the outer position,
It gives a negative change in the angular representation and the angular pickup 3 gives an equal but opposite (i.e. positive) representation. The same applies to the angle pickups 4 and 6, which are connected to each other by tension elements 21.

Angle pick-up or deflection indicator 1
6 to 6 are electromagnetic angle sensing units of known design in the embodiment of the present invention. In each case, the indicator foot (or tension foot), which is fixed to the support arm or fixation unit by a base plate and whose angle with respect to the base plate is to be measured, is in each case connected in the above-described manner to the indicator foot of the opposing angle pick-up. Ru. For this reason, these angle pick-ups give a "zero" output signal when the indicator foot is in an on-center position, and when the indicator foot moves off-center in one direction or the other. If so, a positive or negative signal is given. The electrical polarity of angle pick-ups 1 to 6 is such that when the indicator foot of one pick-up is deflected to the outside of the car, the difference angle is indicated with a positive sign, while when the indicator foot is deflected in the opposite direction, The difference angle is indicated by a negative sign.

In an embodiment of the invention, an electromagnetic moving iron measuring instrument is used, i.e. an instrument whose output signal depends on the movement of a magnetic core (fixed to the indicator leg) into the magnetic field of a coil fixed to the base plate mentioned above. . However, other types of angle pick-ups, such as field plate potentiometers from Siemens AG,
A rotary potentiometer based pick-up provided as FP310L100 can be used. Any pickup will do, as long as the electrical output signal from the pickup can be directly processed.

To perform a wheel alignment measurement operation, the angle pick-up is fixed to the vehicle wheel and the vehicle steering system is moved to a straight forward or on-center position. The output signal of each angle pickup is then processed to obtain wheel alignment angles as detailed below.

Outputs of pickups 1 to 6 when wheels 7 to 10 have angles of θ ₁ to _{θ 4} as shown in FIG.
A ₁ to _{A 6} are as follows under the given polarity.

A ₁ = −θ ₁ A ₂ = +θ ₂ A ₃ = +θ ₁ +Δθ _VL A ₄ = −θ ₂ +Δθ _VR A ₅ = −θ ₃ −Δθ _VL A ₆ = +θ ₄ −Δθ _VR wheel 7 is shown in Fig. 8. When the pointer _{P1 of the pick-up 1 is} pulled as shown in the figure by the tension element 19, the support arm 1
7 perpendicular to line L ₁ and pointer P ₁ (and tension element 1
9) is equal to _.theta.1 as shown, and the pickup 1 is polarized to output _-.theta.1 .

Similarly, when the wheel 8 is offset by θ ₂ as shown, the output A ₂ of the pickup 2 is +θ ₂ .

The outputs of pickups 3 to 6 are also as described above, but Δθ _VL or Δθ _VR is added or subtracted. Δθ _VL and Δθ _VR are 0 if the front wheel spacing is equal to the rear wheel spacing and the distances of each wheel from the axis of symmetry are equal, but are not 0 otherwise.

In the following description, the following definitions are used.

The zero position of the rear wheel, where the single wheel tracking angle of the rear wheel is zero, is the position where the wheel axis is perpendicular to the axis of symmetry.

The zero position of the front wheel, where the single wheel tracking angle of the front wheel is zero, is the position where the wheel axis is perpendicular to the geometric drive axis.

A positive single wheel tracking angle for a single wheel means that the front of the wheel (as seen in the direction of drive of the car) is directed inward of the car with respect to the zero position (defined earlier), a negative single wheel tracking angle Wheel tracking angle means that the front of the wheel is directed towards the outside of the car relative to the null position.

For example, in FIG. 2, rear wheels 9 and 10
The single vehicle tracking angles of are both positive.

A positive total tracking angle of the front or rear wheels means that the sum of the two single wheel tracking angles of the front or rear wheels each give a positive angle, and a negative total tracking angle of the front or rear wheels means that the sum of the two single wheel tracking angles of the front or rear wheels each gives a positive angle. This means that the sum of the wheel tracking angles gives a negative angle. To give one example of evaluating the total tracking angle of the front wheels, if the left front wheel (wheel 7 in Figure 1)
Assume that it has a negative single wheel angle (pointing outward) of 2° and that the right front wheel (wheel 8 in Figure 1) can have a positive single wheel tracking angle of 1°. Then, the total tracking angle of the front wheels becomes -1°.

Finally, a positive wheel offset angle for the front wheels means that the right front wheel is in front of the left wheel.

FIG. 3 shows the negative wheel offset angle of the front wheels with respect to the geometric drive axle. This is so because the left side of the car was taken as the baseline for measurements.

In FIG. 6, the amplifiers for the angular pickups 1-6 and their output signals (of conventional construction well known to those skilled in the art) are shown as block 30, and the outputs ~ represent the amplified output signals of the pickups 1-6. . The output signals of each pick-up 1 and 2 are input to a calculator circuit 32 for addition.
, the output signal of the calculator represents the total tracking angle of the front wheels. In the system of angle pick-ups 1 and 2, the range given by the car manufacturer (up to 50
The offset of the front wheel in the direction of motion within 1 mm) is automatically removed in giving an indication of the total tracking angle of the front wheel. This is because the wheel offsets respond to equal but opposite angular changes in angle pick-ups 1 and 2, so that these equal and opposite values are removed in the addition of the output signals of said pick-ups 1 and 2. It is.

To obtain an indication of the total tracking angle of the rear wheels, a separate summing circuit 34 is used for summing the output signals of all pick-ups 1-6, the output signal of the summing circuit 34 representing the total tracking angle of the rear wheels. . This result shows the placement and polarity of the angle pickup (5th
(as shown in the figure).

For example, in the case of positive toe-in, pick up 1
and 2 give a positive output signal. The same positive toe-in gives an equal angular change in the negative sign of the output signals of pickups 3 and 4, so that the sum of the output signals of pickups 1-4 eliminates the effect of toe-in. In addition, pick up 3
and 4 are affected by the front wheel track difference, but have an equal and opposite effect on the angle pickups 5 and 6, so that the effect of the front wheel track difference is eliminated. The sum of the output signals of angle pickups 1-6 thus provides an indication of the total tracking angle of the rear wheels. Similarly, the effect of the wheel base difference, i.e. the difference in the spacing between the front and rear axles, is removed; in the case of a front wheel base difference, only the absolute value of the angular change caused by the difference changes. and therefore, as in the case of track difference, the angular changes are equal and opposite and therefore have no effect.

In order to obtain an indication of the single wheel tracking angle of the left front wheel with respect to the geometric drive axis, the circuit of FIG. 6 is designed as follows. The output of the summing circuit 34 is coupled to a divider circuit 36, whereby the signal representing the total tracking angle of the rear wheels is halved and the output signal is sent to a further summing circuit 38.
The summing circuit 38 has two further inputs, one input receiving the output signal converted by the inverter 40 of the third pickup and the other input receiving the output signal converted by the inverter 42 of the angle pickup 5. get. The result of the addition in addition circuit 38 is a signal representing the single wheel tracking angle of the front left wheel. An indication of the single wheel tracking angle of the right front wheel is obtained in the same way. For this purpose, another adder circuit 44 is provided, the inputs of which are coupled as follows. The first input is the divider circuit 36
is concatenated to the output of The second input is inverter 4
6, whose input receives the output signal of the angle pickup 4, and its last input is connected to an inverter 48, whose input receives the output signal of the angle pickup 6. Therefore, at the input of the adder circuit 44,
The half value of the total tracking angle of the rear wheels and the converted values of pickups 4 and 6 are entered. Addition circuit 4
The output signal 4 represents the single wheel tracking angle of the right front wheel.

In order to obtain an indication of the single wheel tracking angle for the geometric drive axle of the left and right front wheels respectively, the relative portions of the wheels on one side of the car with respect to each other and the total tracking of the rear wheels on each side of the car are taken into account. The relative parts of the side wheels to each other and the total tracking angle of the rear wheels are taken into account. The relative position of the wheels on one side of the car with respect to each other is given by the output signals of angle pickups 3 and 5 for the left side and by the output signals of pickups 4 and 6 for the right side. Tracking differences are eliminated by the special arrangement of the angle pickups as described above. For example, if the left front wheel has a positive angle, the output signal of the pickup 3 is negative, and if the left rear wheel 9 has a positive angle, the output signal of the pickup 5 is positive. Adding the two output signals of pick-ups 3 and 5 and converting the result (-
(multiply by 1), the result is the tracking angle difference between the front and rear wheels, where a positive indication means that the front wheels have a greater positive tracking angle than the rear wheels. Addition of half the total tracking angle of the rear wheels to this tracking angle difference yields the single wheel tracking angle of the front wheels relative to the geometric drive axis defined as the line bisecting the total tracking angle of the rear wheels.

The circuit for obtaining an indication for the single-wheel tracking angle of the left rear wheel with respect to the axis of symmetry of the car has an adder circuit 50 for the summation of the output values of the angle pickups 1 to 4; It is connected to a division circuit 52 for halving the result of the addition performed. The output of the divider circuit 52 is sent to the adder circuit 5.
4 and its input is connected to an angle pickup 5. The output of the summing circuit 54 represents the single wheel tracking angle of the left side 9. The circuit giving an indication of the single-wheel tracking angle of the right-hand rear wheel with respect to the axis of symmetry of the car has an adder circuit 56, one input of which is connected to the output of the divider circuit 52, the other input of which is the angle It is connected to the pickup 6, and its output represents the single wheel tracking angle of the right rear wheel 10.

As previously stated, the sum of the outputs of angle pickups 1 and 2 is the total tracking angle of the front wheels. In angle pickups 3 and 4, the tracking angles of the front wheels are equal in magnitude and opposite in sign, as in angle pickups 1 and 2. moreover,
The output signals of the angle pickups 3 and 4 depend on a value representing the wheel offset caused by the tracking difference. When adding the output signals of angle pickups 1 to 4, the components representing the tracking angle of the front wheels are equal in magnitude and opposite in sign, so that they are removed, so that the only output resulting from the addition is the tracking difference. This is the size of the offset angle caused by . The value of the offset angle is divided into two, with half the amount being the offset on each side,
As a result, the offset of each side with respect to the axis of symmetry is determined. Since the offset angle values based on the tracking difference are included in the output signals of the angle pickups 5 and 6 with the same magnitude and opposite sign as in the case of the angle pickups 3 and 4, the output value of the angle pickup 5 is divided by the dividing circuit 52. Adding the output signal of the angle pickup 6 to the output signal of the dividing circuit 52 gives the single wheel tracking angle of the left rear wheel 10.

From the foregoing description, it can be seen that the device of the invention has the following characteristics: the total tracking angle of the front wheels, the total tracking angle of the rear wheels, the single wheel tracking angle of the two front wheels with respect to the geometrical axis, and the single wheel tracking angle of the rear wheels with respect to the axis of symmetry. It will be seen that it gives an indication. Other indications related to the wheel, namely camber, caster, steering wheel differential and rim oscillation indications, can be provided in a manner known in the art and therefore need not be explained.

In FIG. 7, the amplifiers of angle pickups 1-6 and their output signals are shown as block 130, with .about. representing the amplified output signals of angle pickups 1-6. Angle pick up 1 and 3
The output signals of and go directly to adder 134, which inverts inverters 138 and 136.
The output signals of each pickup 2 and 4 are obtained through the . In adder 134, the signals are added and the output signal enters divider 135, where the signal is divided into two. In this way, an indication of the wheel offset angle relative to the axis of symmetry is provided at output 140. Further, the adder 131 outputs the angle pick-up 5.
The output signal of the angle pickup 5 is added to the output signal of the angle pickup 6 (converted by an inverter 132). The output signal of adder 131 enters divider 133, where this output signal is divided into two. In this way,
At the output terminal 141 an indication for the geometrical drive axis of the vehicle is obtained. Divider 135 and divider 133
By inputting the output signal to the summing unit 143, an indication of the wheel offset angle with respect to the geometric drive axle can be obtained at the output terminal 142.

The wheel alignment or misalignment value obtained with the present invention is:
They can be displayed simultaneously or sequentially in analog or digital form on a reading or display unit.
The invention is not limited to the use of electrical angle pickups of the type described above. In the case of the form of the device of the invention with an optical angle pickup, a floodlight can be used, such as is widely used in the industry, which can be rotatably fixed to the base plate,
The electrical signals required for processing by the circuit are obtained by varying the deflection of the projector on the base plate while aligning the projector with the zero point of the opposing projector. In the case of an optical pickup, a tension element is not required, and only optical coupling is required, and the pickup operates in the same manner as the electric pickup shown in FIG.

[Brief explanation of the drawing]

Figures 1, 2, 3 and 4 refer in each case to the "axis of symmetry", "geometric drive axis", "axle offset angle" and "between the geometric drive axis and the symmetry axis". FIG. 5 is a plan view of the wheels of the front and rear axles of a vehicle having the device of the present invention, and FIG. 6 is a view of obtaining an indication of wheel alignment. Circuit Block Diagram FIG. 7 is a block diagram of an electrical circuit for obtaining an indication of desired wheel alignment. FIG. 8 is a diagram showing the relationship between the deflection angle of the wheels and the output of the pickup. 1 to 6...Angle pick-up, 7,8...Front wheel, 9,10...Rear wheel, 11...Front axle, 12...
Rear shaft, 13, 14, 15, 16... Fixed unit, 17, 18... Support arm, 19, 20, 2
1...Tension element, 30...Angle pickup and amplifier, 32, 34, 38, 44... Addition circuit, 36...Divide circuit, 40, 42, 46, 48
... Inverter, 50, 54, 56 ... Addition circuit, 134 ... Adder, 135 ... Divider, 13
6,138...Inverter, 140...Output, 1
41, 142...Output terminal, 143...Total unit.

Claims (1)

[Scope of Claims] 1. A wheel alignment measurement device designed to measure the wheel alignment angle of a vehicle having front wheels and rear wheels, which is designed to be fixed to two front wheels of the vehicle, and which The first step to measure the tracking angle
a pair of angle measuring units 1, 2 and a second pair of angle measuring units designed to be fixed to the left front wheel and the left rear wheel and measuring the relative angle between the left front wheel and the left rear wheel; units 3, 5, and a third pair of angle measuring units 4, designed to be fixed to the right-hand front wheel and the right-hand rear wheel and measuring the relative angle between the left-hand front wheel and the left-hand rear wheel.
6; and an electrical circuit for generating a reading of wheel alignment data from the angle measured by the angle measuring unit, wherein the first to sixth angle measuring units each include an electrical circuit directly connectable to the electrical circuit. a support arm 17, 18 having one to a sixth angular pick-up and having an end, said support arm being fixed individually parallel to each front wheel, said first and second angular pick-up 1, 2
is fixed to the end of the support arm, the support arm projects forward from the front wheel to the end, the third and fourth angle pick-ups are fixed to the front wheel, and the fifth and sixth angle pick-ups are fixed to the front wheel. a pick-up is fixed to the rear wheel; said third, fourth, fifth and sixth angular pick-ups are fixed to the front and rear wheels, respectively, at positions determined by the rotation axes of the wheels; and a plurality of elastic tension elements; 19, 20, and 21, coupling the first angular pickup to the second angular pickup via respective tension elements, and the third angular pickup being located on the same side of the vehicle. Combined with angle pick up,
A wheel characterized in that a fourth angle pick-up is coupled to a sixth angle pick-up disposed on the same side of the vehicle, and the coupled pick-ups are connected to each other in opposite directions and so as to interact with each other. Matching measuring device. 2. The angle measuring unit is adjusted so as to eliminate the effects caused by track differences and wheel base differences.
The wheel alignment measuring device according to claim 1, characterized in that the wheel alignment measuring device is arranged and polarized so as to generate an output instruction without the above-mentioned difference. 3. The angle pick-ups connected to the wheels on one side of the vehicle and each angle pick-up on said support arm are arranged to face each other, and each angle pick-up has a readability when all angle pick-ups are moved outward from the vehicle. It is characterized by being electrically polarized so that it generates an angular difference with the same positive or negative sign as a reading, and when it moves in the opposite direction from a given position, it generates a difference angle with an opposite sign as a reading. A wheel alignment measuring device according to claim 1. 4. The vehicle according to claim 1, further comprising an adder circuit 32 connected to the outputs of the first and second angle pickups as part of the electric circuit for reading the total tracking angle of the front wheels. wheel alignment measuring device. 5. As part of the electrical circuit for providing a reading of the total tracking angle of the rear wheels, there is provided an adder circuit 34 connected to the outputs of the first to sixth angle pickups. The wheel alignment measuring device according to item 1. 6. The electric circuit is connected to the outputs of the first to sixth angle pick-ups for reading the separate wheel tracking angles of the left and right front wheels relative to the tracking axis according to the geometric arrangement of the wheels. a circuit 34; a division circuit 36 connected to the output of the addition circuit and dividing the addition result by half; The wheel according to claim 1, characterized in that the wheel comprises two additional adder circuits 38 and 44 connected to the third and fifth angle pickups and the fourth and sixth angle pickups. Matching measuring device. 7. The electrical circuit includes a first summation circuit connected to the outputs of the first to fourth angle pickups for reading the separate wheel tracking angles of the left and right rear wheels with respect to the axis of symmetry of the vehicle. a circuit 50; a division circuit connected to the addition circuit and dividing the addition result by 1/2; and providing the sum of the output of the division circuit and the angle pickups of the left and right rear wheels, respectively. 2. The wheel alignment measuring device according to claim 1, further comprising a pair of second addition circuits. 8 comprising an electrical circuit giving a reading for the geometrical drive shaft, said electrical circuit having a summing circuit connected to the output of said angle measuring unit of said rear wheel, said summing circuit and said angular measurement on said rear wheel; An inverter is connected between the unit and one of the units, and a divider circuit is connected to the output of the adder circuit to perform division, and divides the output signal of the adder circuit by 1/2. A wheel alignment measuring device according to claim 1. 9 comprises an electric circuit for reading the axle offset angle of the front wheels with respect to the geometrical drive axle, said electric circuit comprising summing circuits 134, 13 connected to the outputs of said first to sixth angle measuring units;
1, and inverters 132, 136, 138 are arranged between the input of the adder circuit and the three angle measuring units arranged on the same side of the vehicle, and the output of the adder circuit The wheel alignment measuring device according to claim 1, characterized in that dividers (133, 135) for dividing the signal by 1/2 are connected to the output of the adding circuit. 10 said electrical circuit comprises a circuit giving a reading of the offset angle of the front wheels with respect to the axis of symmetry, said circuit comprising a summing circuit connected to said first to fourth angle measuring units coupling inputs to said front wheels; An inverter is placed between the adder circuit and two angle measuring units placed on the same side of the vehicle, and is connected to the output of the adder circuit to reduce the output signal by 1/2.
2. The wheel alignment measuring device according to claim 1, further comprising a divider for dividing by 2. 11. The wheel alignment measuring device according to claim 10, wherein the inverters are respectively connected to the outputs of a plurality of angle pickups on the right side of the vehicle. 12. In a wheel alignment measuring device designed to measure the wheel alignment angle of a vehicle having front and rear wheels, a wheel alignment measuring device designed to be fixed to the two front wheels of said vehicle and measuring the total tracking angle of said front wheels; 1
a pair of angle measuring units 1, 2 and a second pair of angle measuring units designed to be fixed to the left front wheel and the left rear wheel and measuring the relative angle between the left front wheel and the left rear wheel; units 3, 5, and a third pair of angle measuring units 4, designed to be fixed to the right-hand front wheel and the right-hand rear wheel and measuring the relative angle between the left-hand front wheel and the left-hand rear wheel.
6; and an electrical circuit for generating a reading of wheel alignment data from the angle measured by the angle measuring unit, wherein the first to sixth angle measuring units each include an optical circuit directly connectable to the electrical circuit. a support arm 17, 18 having one to a sixth angular pick-up and having an end, said support arm being fixed individually parallel to each front wheel, said first and second angular pick-up 1, 2
is fixed to the end of the support arm, the support arm projects forward from the front wheel to the end, the third and fourth angle pick-ups are fixed to the front wheel, and the fifth and sixth angle pick-ups are fixed to the front wheel. The pick-up is fixed to the rear wheel, and the third, fourth, fifth and sixth angular pick-ups are fixed to the front wheel and the rear wheel, respectively, at positions determined by rotation axes of the wheels; pick-up, the third and fifth pick-ups on the same side of the vehicle, and the fourth and sixth pick-ups on the other side of the vehicle, each optically so as to align their floodlights with the O point of the opposing floodlight. A wheel alignment measuring device characterized in that it has means for coupling and causing the coupled pick-ups to act inversely to each other. 13. Claims characterized in that said angle measuring unit is arranged and polarized so as to eliminate the effects caused by track differences and wheel base differences, so as to generate an output instruction without said differences. The wheel alignment measuring device according to item 12. 14 The angle pick-ups connected to the wheels on one side of the vehicle and each angle pick-up on said support arm are arranged to face each other, and each angle pick-up has a readability when all angle pick-ups are moved outwardly from the vehicle. It is characterized by being electrically polarized so that it generates an angular difference with the same positive or negative sign as a reading, and when it moves in the opposite direction from a given position, it generates a difference angle with an opposite sign as a reading. A wheel alignment measuring device according to claim 12. 15. Claim 12, characterized in that, as part of the electric circuit for reading the total tracking angle of the front wheels, an adder circuit 32 is provided, which is connected to the outputs of the first and second angle pickups. wheel alignment measuring device. 16 a summing circuit 34 connected to the outputs of said first to sixth angle pickups as part of said electrical circuit giving a reading of the total tracking angle of the rear wheels;
Claim 12 characterized by comprising:
Wheel alignment measuring device described in Section 1. 17 The electrical circuit is connected to the outputs of the first to sixth angle pick-ups for reading the separate wheel tracking angles of the left and right front wheels relative to the tracking axis according to the geometric arrangement of the wheels. a circuit 34; a division circuit 36 connected to the output of the addition circuit and dividing the addition result by half; 13. The wheel according to claim 12, further comprising two adder circuits 38, 44 connected to the third and fifth angle pickups and the fourth and sixth angle pickups. Matching measuring device. 18 The electrical circuit includes a first summation circuit connected to the outputs of the first to fourth angle pick-ups for reading the separate wheel tracking angles of the left and right rear wheels with respect to the axis of symmetry of the vehicle. a circuit 50; a division circuit connected to the addition circuit and dividing the addition result by 1/2; and providing the sum of the output of the division circuit and the angle pickups of the left and right rear wheels, respectively. 13. The wheel alignment measuring device according to claim 12, further comprising a pair of second addition circuits. 19 comprising an electrical circuit giving a reading for the geometrical drive shaft, said electrical circuit having a summing circuit connected to the output of said angle measuring unit of said rear wheel, said summing circuit and said angular measurement on said rear wheel; An inverter is connected between the unit and one of the units, and a divider circuit is connected to the output of the adder circuit to perform division, and divides the output signal of the adder circuit by 1/2. A wheel alignment measuring device according to claim 12. 20 comprises an electric circuit for reading the axle offset angle of the front wheels with respect to the geometric drive axle, said electric circuit being connected to the outputs of said first to sixth angle measuring units 134, 13;
1, and inverters 132, 136, 138 are arranged between the input of the adder circuit and the three angle measuring units arranged on the same side of the vehicle, and the output of the adder circuit 13. The wheel alignment measuring device according to claim 12, wherein dividers 133, 135 for dividing the signal by 1/2 are connected to the output of the adding circuit. 21 said electrical circuit comprises a circuit giving a reading of the offset angle of the front wheels with respect to the axis of symmetry, said circuit comprising a summing circuit connected to said first to fourth angle measuring units coupling an input to the front wheels; An inverter is placed between the adder circuit and two angle measuring units placed on the same side of the vehicle, and is connected to the output of the adder circuit to reduce the output signal by 1/2.
13. The wheel alignment measuring device according to claim 12, further comprising a divider for dividing by 2. 22. The wheel alignment measuring device according to claim 21, wherein the inverters are respectively connected to the outputs of a plurality of angle pickups on the right side of the vehicle.