Method and equipment for adjusting camber angle of tire in assembly process

Abstract

The invention discloses a method for adjusting a tire camber angle in an assembly process, which relates to the technical field of automobile assembly and comprises the following steps: step 1, placing a preliminarily assembled auxiliary frame assembly on an assembly platform through a positioning assembly, the method comprises the steps of 1, arranging a left knuckle shaft head upper bearing inner ring mounting position and a right knuckle shaft head upper bearing inner ring mounting position on corresponding upper and lower V-shaped block assemblies, 2, fixedly arranging a left knuckle shaft head upper bearing inner ring mounting position and a right knuckle shaft head upper bearing inner ring mounting position on the corresponding upper and lower V-shaped block assemblies respectively, 3, adjusting the height difference, in the adjusting process, enabling the corresponding upper and lower V-shaped block assemblies to slightly move left and right on a sliding rail, and 4, adjusting the gap width after pre-tightening. In the adjusting process, the corresponding upper V-shaped block assembly and the corresponding lower V-shaped block assembly slightly move left and right on the sliding rails, and 5, locking is conducted; in the assembling and adjusting process and after the upper V-shaped block assembly and the lower V-shaped block assembly are disassembled subsequently, the camber angle cannot be changed, and in the gap adjusting process, the situation that the gap difference cannot be adjusted to be smaller than 0.5 mm due to internal stress is avoided.

Description

Technical Field

[0001] The invention relates to the technical field of automobile assembly, and in particular to a method and an adjusting device for a tire camber angle during an assembly process. Background Art

[0002] Suspension system tire camber angle, also known as wheel camber angle or wheel inclination angle, is an important geometric parameter in the vehicle suspension system. The tire camber angle has a direct impact on the vehicle's handling performance, driving stability, tire wear and vehicle alignment.

[0003] The camber angle of the tire is adjusted on the assembly platform during the assembly process. During operation, the initially assembled subframe assembly is first placed on the assembly platform through the positioning assembly. Then, after the steering knuckle shaft end is fixed, the left lower A-arm adjustment fulcrum height and the right lower A-arm adjustment fulcrum height are adjusted accordingly. During the adjustment process, the entire system will be slightly deformed. At the same time, there is a large internal stress between the rod systems. When the upper and lower V-block assemblies are subsequently removed, the camber angle will change and may be out of tolerance. In addition, during the gap adjustment process, the gap difference cannot be adjusted to less than 0.5mm due to the internal stress. Summary of the invention

[0004] The purpose of the present invention is to solve the problems existing in the prior art:

[0005] (1) During the adjustment process of the existing method, the entire system will be slightly deformed, and there will be large internal stress between the rod systems. When the upper and lower V-block assemblies are subsequently removed, the camber angle will change and may exceed the tolerance.

[0006] (2) During the gap adjustment process, the gap difference cannot be adjusted to less than 0.5 mm due to internal stress.

[0007] A method and an adjusting device for the camber angle of a tire during an assembly process are proposed.

[0008] In order to achieve the above object, the present invention adopts the following technical solutions:

[0009] A method for adjusting the camber angle of a tire during assembly comprises the following steps:

[0010] Step 1: Place the preliminarily assembled subframe assembly on the assembly platform through the positioning assembly;

[0011] Step 2: fix the inner ring mounting position of the bearing on the left steering knuckle shaft head and the inner ring mounting position of the bearing on the right steering knuckle shaft head on the corresponding upper and lower V-block assemblies respectively;

[0012] Step 3: Adjust the height difference. During the adjustment process, the corresponding upper and lower V-block assemblies will slightly move left and right on the slide rail;

[0013] Step 4: Adjust the gap width after pre-tightening. During the adjustment process, the corresponding upper and lower V-block assemblies will slightly move left and right on the slide rail;

[0014] Step 5: Lock.

[0015] As a further technical solution of the present invention, in step two, the bearing inner ring mounting position on the left steering knuckle shaft head and the bearing inner ring mounting position on the right steering knuckle shaft head are respectively placed on the corresponding lower V-blocks, and then the upper V-blocks are respectively installed on the two lower V-blocks.

[0016] As a further technical solution of the present invention, in step two, the lower V-block and the corresponding upper V-block are locked by a nut.

[0017] As a further technical solution of the present invention, in step three, a height gauge is used to measure the connection point height between the left support arm and the left upper A-arm, the connection point height between the subframe body and the left upper A-arm, the connection point height between the subframe body and the right upper A-arm, and the connection point height between the right support arm and the right upper A-arm with the upper end surface of the assembly platform as a reference plane. By adjusting the adjustment fulcrum height of the left lower A-arm and the adjustment fulcrum height of the right lower A-arm, the connection point height between the left support arm and the left upper A-arm, the connection point height between the subframe body and the left upper A-arm, the connection point height between the subframe body and the right upper A-arm, and the connection point height between the right support arm and the right upper A-arm are all adjusted to the same height.

[0018] As a further technical solution of the present invention, in step 4, the left upper A-arm locking opening, the left lower A-arm locking opening, the right upper A-arm locking opening, and the right lower A-arm locking opening are pre-tightened, and then the left and right gap widths between each left upper A-arm and the corresponding mounting plate of the sub-frame body, the left and right gap widths between each right upper A-arm and the corresponding mounting plate of the sub-frame body, the left and right gap widths between each left lower A-arm and the corresponding mounting plate of the sub-frame body, and the left and right gap widths between each right lower A-arm and the corresponding mounting plate of the sub-frame body are adjusted until the corresponding difference of each group is less than 0.5 mm.

[0019] As a further technical solution of the present invention, in step five, the connection points between the left support arm and the left upper A-arm, the connection points between the right support arm and the right upper A-arm, the connection points between the left support arm and the left lower A-arm, and the connection points between the right support arm and the right lower A-arm are locked, and then the locking opening of the left upper A-arm, the locking opening of the left lower A-arm, the locking opening of the right upper A-arm, and the locking opening of the right lower A-arm are locked.

[0020] A device for adjusting the camber angle of a tire during assembly includes an assembly platform for placing a subframe assembly, and is characterized in that a positioning assembly is fixed to the upper end surface of the assembly platform, and two upper and lower V-block assemblies are symmetrically and movably arranged on the upper end surface of the assembly platform, and a sliding unit is arranged between each upper and lower V-block assembly and the assembly platform.

[0021] Each of the upper and lower V-shaped block assemblies comprises a lower V-shaped block, and an upper V-shaped block is detachably provided on the upper end surface of each lower V-shaped block.

[0022] Each lower V-shaped block and upper V-shaped block are locked by a nut.

[0023] Each of the sliding units comprises a slide rail fixed to the upper end surface of the assembly platform, a ram is slidably arranged on each slide rail, and each lower V-shaped block is fixed to the upper end surface of the corresponding ram.

[0024] Beneficial effects of the present invention:

[0025] 1. Use a height gauge to measure the connection point height between the left support arm and the left upper A-arm, the connection point height between the subframe body and the left upper A-arm, the connection point height between the subframe body and the right upper A-arm, and the connection point height between the right support arm and the right upper A-arm, taking the upper end surface of the assembly platform as the reference surface. The connection point height between the subframe body and the left upper A-arm is consistent with the connection point height between the subframe body and the right upper A-arm. By adjusting the adjustment fulcrum height of the left lower A-arm and the adjustment fulcrum height of the right lower A-arm, the connection point height between the left support arm and the left upper A-arm, the connection point height between the subframe body and the left upper A-arm, and the connection point height between the subframe body and the left upper A-arm are consistent. The connection point height, the connection point height between the subframe body and the right upper A-arm, and the connection point height between the right support arm and the right upper A-arm are adjusted to the same height. Since the inner ring mounting position of the bearing on the left steering knuckle shaft head and the inner ring mounting position of the bearing on the right steering knuckle shaft head are respectively fixed between the corresponding lower V-block and upper V-block (the upper and lower V-block assemblies are set with a camber angle of 0.5°), during the adjustment process, the corresponding upper and lower V-block assemblies will have a slight left and right displacement, and the internal stress of each rod system is also eliminated. During the entire assembly adjustment process and after the upper and lower V-block assemblies are subsequently removed, the camber angle will not change.

[0026] 2. Pre-tighten the locking opening of the left upper A-arm, the locking opening of the left lower A-arm, the locking opening of the right upper A-arm, and the locking opening of the right lower A-arm, and then adjust the left and right gap widths between each left upper A-arm and the corresponding mounting plate of the subframe body, the left and right gap widths between each right upper A-arm and the corresponding mounting plate of the subframe body, the left and right gap widths between each left lower A-arm and the corresponding mounting plate of the subframe body, and the left and right gap widths between each right lower A-arm and the corresponding mounting plate of the subframe body, until the corresponding difference of each group is less than 0.5mm (when the gap difference is greater than 0.5mm, each left upper A-arm, each right upper A-arm, each left lower A-arm, and each right lower A-arm may have abnormal friction noise during movement). During the adjustment process, the corresponding upper and lower V-block assemblies will have a slight left and right displacement, and the internal stress of each rod system will also be eliminated. The gap difference will not be unable to be adjusted to less than 0.5mm due to internal stress, and the gap difference will not change after adjustment. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a flow chart of the method of the present invention;

[0028] Figure 2 It is a schematic diagram of the connection between the assembly platform and the slide rail in the present invention;

[0029] Figure 3 for Figure 2 Cross-sectional view along RR.

[0030] In the figure: 1. Assembly platform; 2. Positioning assembly; 3. Lower V-block; 4. Upper V-block; 5. Slide rail; 6. Slide; 7. Left steering knuckle; 8. Right steering knuckle; 9. Left support arm; 10. Left upper A-arm; 11. Subframe body; 12. Right upper A-arm; 13. Right support arm; 14. Left lower A-arm; 15. Right lower A-arm; 16. Upper and lower V-block assemblies. DETAILED DESCRIPTION

[0031] In order to further explain the technical means and effects adopted by the present invention to achieve the predetermined invention purpose, the specific implementation mode, structure, characteristics and effects of the present invention are described in detail below in combination with the accompanying drawings and preferred embodiments.

[0032] Reference Figure 1-Figure 3 , a method for adjusting the camber angle of a tire during assembly, comprising the following steps:

[0033] Step 1: Place the preliminarily assembled subframe assembly on the assembly platform 1 through the positioning assembly 2;

[0034] Step 2: The bearing inner ring mounting position on the shaft head of the left steering knuckle 7 and the bearing inner ring mounting position on the shaft head of the right steering knuckle 8 are fixedly mounted on the corresponding upper and lower V-shaped block assemblies 16 respectively;

[0035] Step 3: Adjust the height difference. During the adjustment process, the corresponding upper and lower V-shaped block assemblies 16 will slightly move left and right on the slide rail 5;

[0036] Step 4: Adjust the gap width after pre-tightening. During the adjustment process, the corresponding upper and lower V-shaped block assemblies 16 will slightly move left and right on the slide rail 5;

[0037] Step 5: Lock.

[0038] In step 2, the bearing inner ring mounting position on the shaft head of the left steering knuckle 7 and the bearing inner ring mounting position on the shaft head of the right steering knuckle 8 are respectively placed on the corresponding lower V-blocks 3, and then the upper V-blocks 4 are respectively installed on the two lower V-blocks 3.

[0039] In step 2, the lower V-shaped block 3 and the corresponding upper V-shaped block 4 are locked by nuts.

[0040] In step three, a height gauge is used to measure the connection point height between the left support arm 9 and the left upper A arm 10, the connection point height between the subframe body 11 and the left upper A arm 10, the connection point height between the subframe body 11 and the right upper A arm 12, and the connection point height between the right support arm 13 and the right upper A arm 12 with the upper end surface of the assembly platform 1 as the reference plane. By adjusting the adjustment fulcrum height of the left lower A arm 14 and the adjustment fulcrum height of the right lower A arm 15, the connection point height between the left support arm 9 and the left upper A arm 10, the connection point height between the subframe body 11 and the left upper A arm 10, the connection point height between the subframe body 11 and the right upper A arm 12, and the connection point height between the right support arm 13 and the right upper A arm 12 are all adjusted to the same height.

[0041] In step 4, pre-tighten the locking opening of the left upper A arm 10, the locking opening of the left lower A arm 14, the locking opening of the right upper A arm 12, and the locking opening of the right lower A arm 15, and then adjust the left and right gap widths between the corresponding mounting plates of each left upper A arm 10 and the sub-frame body 11, the left and right gap widths between the corresponding mounting plates of each right upper A arm 12 and the sub-frame body 11, the left and right gap widths between the corresponding mounting plates of each left lower A arm 14 and the sub-frame body 11, and the left and right gap widths between the corresponding mounting plates of each right lower A arm 15 and the sub-frame body 11, until the corresponding difference of each group is less than 0.5 mm.

[0042] In step five, lock the connection points between the left support arm 9 and the left upper A arm 10, the connection points between the right support arm 13 and the right upper A arm 12, the connection points between the left support arm 9 and the left lower A arm 14, and the connection points between the right support arm 13 and the right lower A arm 15, and then lock the locking opening of the left upper A arm 10, the locking opening of the left lower A arm 14, the locking opening of the right upper A arm 12, and the locking opening of the right lower A arm 15.

[0043] The present invention also discloses a device for adjusting the camber angle of a tire during assembly, comprising an assembly platform 1 for placing a subframe assembly, a positioning assembly 2 being fixed to the upper end surface of the assembly platform 1, the positioning assembly 2 being a prior art, and two upper and lower V-block assemblies 16 being symmetrically and movably arranged on the upper end surface of the assembly platform 1, a sliding unit being arranged between each of the upper and lower V-block assemblies 16 and the assembly platform 1.

[0044] Each upper and lower V-block assembly 16 includes a lower V-block 3 , and an upper V-block 4 is detachably provided on the upper end surface of each lower V-block 3 . Each lower V-block 3 and upper V-block 4 are locked by a nut.

[0045] Each sliding unit includes a slide rail 5 fixed to the upper end surface of the assembly platform 1 , a ram 6 is slidably arranged on each slide rail 5 , and each lower V-shaped block 3 is fixed to the upper end surface of the corresponding ram 6 .

[0046] When in use, the subframe assembly to be processed is placed on the assembly platform 1 through the positioning assembly 2, which is a conventional technical means, and then the bearing inner ring mounting position on the axle head of the left steering knuckle 7 and the bearing inner ring mounting position on the axle head of the right steering knuckle 8 are respectively placed on the corresponding lower V-blocks 3 (the lower V-block 3 is set at a camber angle of 0.5°), and then the upper V-blocks 4 are respectively installed on the two lower V-blocks 3, and the lower V-blocks 3 and the corresponding upper V-blocks 4 are locked by nuts.

[0047] Use a height gauge to take the upper end surface of the assembly platform 1 as the reference plane to measure the connection point height between the left support arm 9 and the left upper A arm 10, the connection point height between the sub-frame body 11 and the left upper A arm 10, the connection point height between the sub-frame body 11 and the right upper A arm 12, and the connection point height between the right support arm 13 and the right upper A arm 12. The connection point height between the sub-frame body 11 and the left upper A arm 10 is consistent with the connection point height between the sub-frame body 11 and the right upper A arm 12. By adjusting the adjustment fulcrum height of the left lower A arm 14 and the adjustment fulcrum height of the right lower A arm 15, the connection point height between the left support arm 9 and the left upper A arm 10, the connection point height between the sub-frame body 11 and the left upper A arm 10, and the connection point height between the sub-frame body 11 and the left upper A arm 12 are consistent. The connection point height of the upper A-arm 10, the connection point height of the subframe body 11 and the right upper A-arm 12, and the connection point height of the right support arm 13 and the right upper A-arm 12 are all adjusted to the same height. Since the inner ring mounting position of the bearing on the axle head of the left steering knuckle 7 and the inner ring mounting position of the bearing on the axle head of the right steering knuckle 8 are respectively fixed between the corresponding lower V-block 3 and the upper V-block 4 (the upper and lower V-block assemblies 16 are set with a camber angle of 0.5°), during the adjustment process, the corresponding upper and lower V-block assemblies 16 will have a slight left-right displacement, and the internal stress of each rod system is also eliminated. During the entire assembly adjustment process and after the upper and lower V-block assemblies 16 are subsequently removed, the camber angle will not change.

[0048] Pre-tighten the locking opening of the left upper A arm 10, the locking opening of the left lower A arm 14, the locking opening of the right upper A arm 12, and the locking opening of the right lower A arm 15, and then adjust the left and right gap widths between each left upper A arm 10 and the corresponding mounting plate of the subframe body 11, the left and right gap widths between each right upper A arm 12 and the corresponding mounting plate of the subframe body 11, the left and right gap widths between each left lower A arm 14 and the corresponding mounting plate of the subframe body 11, and the left and right gap widths between each right lower A arm 15 and the corresponding mounting plate of the subframe body 11, until the corresponding difference of each group is less than 0.5mm (when the gap difference is greater than 0.5mm, each left upper A arm 10, each right upper A arm 12, each left lower A arm 14, and each right lower A arm 15 may have friction noise during movement). During the adjustment process, the corresponding upper and lower V-block assemblies 16 will have a slight left-right displacement, and the internal stress of each rod system will also be eliminated. The gap difference will not be unable to be adjusted to less than 0.5mm due to the internal stress, and the gap difference will not change after adjustment.

[0049] Lock the connection point between the left support arm 9 and the left upper A-arm 10, the connection point between the right support arm 13 and the right upper A-arm 12, the connection point between the left support arm 9 and the left lower A-arm 14, and the connection point between the right support arm 13 and the right lower A-arm 15. Then lock the locking opening of the left upper A-arm 10, the locking opening of the left lower A-arm 14, the locking opening of the right upper A-arm 12, and the locking opening of the right lower A-arm 15. The required torque needs to be reached each time the locking is performed.

[0050] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not used to limit the present invention. Any technical personnel in this field can make some changes or modify the technical contents disclosed above into equivalent embodiments without departing from the scope of the technical solution of the present invention. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A method for adjusting the camber angle of a tire during assembly, characterized in that: The following steps are involved: Step 1: placing the preliminarily assembled subframe assembly on the assembly platform (1) through the positioning assembly (2); Step 2: The bearing inner ring mounting position on the shaft head of the left steering knuckle (7) and the bearing inner ring mounting position on the shaft head of the right steering knuckle (8) are respectively fixedly arranged on the corresponding upper and lower V-shaped block assemblies (16); Step 3: Adjust the height difference. During the adjustment process, the corresponding upper and lower V-shaped block assemblies (16) will move left and right on the slide rail (5); Step 4: After pre-tightening, adjust the gap width. During the adjustment process, the corresponding upper and lower V-shaped block assemblies (16) will move left and right on the slide rail (5); Step 5: Lock.

2. A method for adjusting the camber angle of a tire during assembly according to claim 1, characterized in that: In step 2, the bearing inner ring mounting position on the shaft head of the left steering knuckle (7) and the bearing inner ring mounting position on the shaft head of the right steering knuckle (8) are respectively placed on the corresponding lower V-shaped blocks (3), and then the upper V-shaped blocks (4) are respectively installed on the two lower V-shaped blocks (3).

3. A method for adjusting the camber angle of a tire during assembly according to claim 2, characterized in that: In step 2, the lower V-shaped block (3) and the corresponding upper V-shaped block (4) are locked by nuts.

4. A method for adjusting the camber angle of a tire during assembly according to claim 1, characterized in that: In step 3, a height gauge is used to measure the connection point height between the left support arm (9) and the left upper A arm (10), the connection point height between the subframe body (11) and the left upper A arm (10), the connection point height between the subframe body (11) and the right upper A arm (12), and the connection point height between the right support arm (13) and the right upper A arm (12) with the upper end surface of the assembly platform (1) as a reference surface. By adjusting the adjustment fulcrum height of the left lower A arm (14) and the adjustment fulcrum height of the right lower A arm (15), the connection point height between the left support arm (9) and the left upper A arm (10), the connection point height between the subframe body (11) and the left upper A arm (10), the connection point height between the subframe body (11) and the right upper A arm (12), and the connection point height between the right support arm (13) and the right upper A arm (12) are all adjusted to the same height state.

5. The method for adjusting the camber angle of a tire during assembly according to claim 1, characterized in that: In step 4, the locking opening of the left upper A arm (10), the locking opening of the left lower A arm (14), the locking opening of the right upper A arm (12), and the locking opening of the right lower A arm (15) are pre-tightened, and then the left and right gap widths between the corresponding mounting plates of each left upper A arm (10) and the sub-frame body (11), the left and right gap widths between the corresponding mounting plates of each right upper A arm (12) and the sub-frame body (11), the left and right gap widths between the corresponding mounting plates of each left lower A arm (14) and the sub-frame body (11), and the left and right gap widths between the corresponding mounting plates of each right lower A arm (15) and the sub-frame body (11) are adjusted until the corresponding difference of each group is less than 0.5 mm.

6. A method for adjusting the camber angle of a tire during assembly according to claim 1, characterized in that: In step five, lock the connection point between the left support arm (9) and the left upper A arm (10), the connection point between the right support arm (13) and the right upper A arm (12), the connection point between the left support arm (9) and the left lower A arm (14), and the connection point between the right support arm (13) and the right lower A arm (15), and then lock the locking opening of the left upper A arm (10), the locking opening of the left lower A arm (14), the locking opening of the right upper A arm (12), and the locking opening of the right lower A arm (15).

7. A device for adjusting the camber angle of a tire during assembly according to claim 1, comprising an assembly platform (1) for placing a subframe assembly, characterized in that: A positioning assembly (2) is fixed to the upper end surface of the assembly platform (1), and two upper and lower V-shaped block assemblies (16) are symmetrically and movably arranged on the upper end surface of the assembly platform (1), and a sliding unit is arranged between each upper and lower V-shaped block assembly (16) and the assembly platform (1).

8. The device for adjusting the camber angle of a tire during assembly according to claim 7, characterized in that: Each of the upper and lower V-shaped block assemblies (16) comprises a lower V-shaped block (3), and an upper V-shaped block (4) is detachably provided on the upper end surface of each lower V-shaped block (3).

9. The device for adjusting the camber angle of a tire during assembly according to claim 1, characterized in that: Each of the lower V-shaped blocks (3) and the upper V-shaped blocks (4) are locked by a nut.

10. The device for adjusting the camber angle of a tire during assembly according to claim 7, characterized in that: Each of the sliding units comprises a slide rail (5) fixed to the upper end surface of the assembly platform (1), a slide ram (6) is slidably arranged on each slide rail (5), and each lower V-shaped block (3) is fixed to the upper end surface of the corresponding slide ram (6).

Images