Camber angle gauge

Abstract

To provide a camber angle gauge capable of measuring a camber angle of a suspension unit without relocating the suspension unit to another location.SOLUTION: A camber angle gauge for measuring a camber angle, which is an angle formed between an axial center of a shock absorber in a wheel suspension unit having the shock absorber that absorbs impact on a vehicle from a road surface and a bearing that supports a wheel, and a rotational center of the bearing that supports the wheel, comprises: an engagement part provided with a hub annular part annularly erected from an opening of a hub connected to the bearing and extending parallel to the direction of the rotational center of the bearing, the engagement part engaging with the hub annular part and subsequently engaging with an axis body part of the shock absorber; a level gauge part that measures the camber angle from an inclination of the axial center of the shock absorber on the basis of the rotational center of the bearing; and a base part having a holding part that extends from a connection part side connected to the engagement part to an opposite side thereof and holds the level gauge part.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a camber angle measuring device, which is one of the methods for aligning automobile wheels, and more particularly to a camber angle measuring device suitable for measuring camber angles during the manufacturing process of automobiles. [Background technology]

[0002] In automobile production, multiple parts are combined into a unit and then assembled onto the chassis. The wheel suspension unit is composed of, for example, a shock absorber, a brake unit, a wheel bearing, a knuckle, etc. This wheel suspension unit is attached to the chassis after the camber angle is adjusted to a predetermined value. As a camber angle measuring device, for example, an angle measuring device has been proposed that calculates the angle from a change in distance calculated based on the reception of reflected light from a projected light beam (see Patent Document 1).

[0003] Currently, when measuring the camber angle during the manufacturing process of an automobile, the wheel suspension unit, which is assembled as a unit and placed on a conveyor, is moved to a special location for measuring the camber angle. Once the camber angle measurement is complete, the suspension unit is returned to the conveyor.

[0004] Because the suspension units are heavy (e.g., approximately 50 kg per unit), two workers had to lift and transfer them. The transfer work took, for example, 120 seconds or more per suspension unit, which was seen as a problem in terms of reduced work efficiency. There was also a risk of accidentally damaging part of the suspension unit during the transfer work, or of the worker being injured.

[0005] For this reason, there was a need for a camber angle measuring device that could measure the camber angle of a wheel suspension unit made up of multiple parts combined into a unit without having to move it to another location. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-109431 Summary of the Invention [Problem to be solved by the invention]

[0007] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a camber angle measuring device that can measure the camber angle of a wheel suspension unit without having to move the suspension unit to another location. [Means for solving the problem]

[0008] That is, the embodiment is a camber angle measuring device for measuring the camber angle, which is the angle between the axial center of the shock absorber and the center of rotation of the bearing supporting the wheel, in a wheel suspension unit which includes a shock absorber that absorbs impact from the road surface of the vehicle and a bearing that supports the wheel, and is characterized by having a hub ring portion that is erected in an annular shape from the opening of the hub connected to the bearing and is parallel to the direction of the rotation center of the bearing, an engagement portion that engages with the hub ring portion and, after said engagement, engages with the shaft portion of the shock absorber, a spirit level portion that measures the camber angle from the inclination of the axial center of the shock absorber based on the center of rotation of the bearing that supports the wheel, and a base portion that extends from the connection portion side connected to the engagement portion to the opposite side and has a holding portion that holds the spirit level portion.

[0009] Furthermore, in the camber angle measuring device, the engagement portion may have a hub ring portion abutment portion that abuts against the circumferential surface of the hub ring portion, and a notch abutment portion that has a notch corresponding to the circumferential surface of the shaft portion of the shock absorber and abuts against the circumferential surface of the shaft portion via the notch.

[0010] Furthermore, in the camber angle measuring device, the hub ring contact portion and the notch contact portion of the engagement portion may be integrated into one piece and disposed opposite each other.

[0011] Furthermore, the abutment between the engagement surface portion where the integrated part in the engagement portion stands and the circumferential ring surface portion of the hub ring portion may be surface contact, and the abutment between the notched abutment portion and the circumferential surface of the shaft portion of the shock absorber may be point contact or line contact.

[0012] Furthermore, in the camber angle measuring device, the engagement portion may include an insertion cylindrical portion that is inserted into the opening of the hub ring portion, and a concave portion that is formed at the end of the insertion cylindrical portion and is formed in accordance with the circumferential surface of the shaft portion of the shock absorber.

[0013] Furthermore, the engaging portion may have a protruding surface portion, and the abutment between the protruding surface portion and the inner bottom portion of the hub ring portion may be surface contact, and the abutment between the recessed portion and the circumferential surface of the shaft portion of the shock absorber may be surface contact.

[0014] Furthermore, in the camber angle measuring device, the base may include a reinforcing beam portion in the extension direction, and the base may include a rib portion on the connection side.

[0015] Furthermore, in the camber angle measuring instrument, the base may include a positioning portion for positioning the level portion when it is fixed to the holding portion. [Effects of the Invention]

[0016] The camber angle measuring device of the present invention is a camber angle measuring device for measuring the camber angle, which is the angle between the axial center of the shock absorber and the center of rotation of the bearing that supports the wheel, in a wheel suspension unit that includes a shock absorber that absorbs impacts from the road surface of the vehicle and a bearing that supports the wheel, and is equipped with a hub ring portion that is erected in an annular shape from the opening of the hub that is connected to the bearing and is parallel to the direction of the rotation center of the bearing, an engagement portion that engages with the hub ring portion and then engages with the shaft portion of the shock absorber, a spirit level portion that measures the camber angle from the inclination of the axial center of the shock absorber using the rotation center of the bearing that supports the wheel as a reference, and a base portion that extends from the connection portion side that is connected to the engagement portion to the opposite side and has a holding portion that holds the spirit level portion, thereby making it possible to obtain a camber angle measuring device that can easily measure the camber angle of a wheel suspension unit without having to move the suspension unit to another location. [Brief explanation of the drawings]

[0017] [Figure 1] FIG. 2 is a front view illustrating the camber angle in a suspension unit for a wheel of an automobile. [Figure 2] FIG. 2 is a perspective view of the suspension unit of FIG. 1. [Figure 3] FIG. 2 is a partial cross-sectional view showing the internal structure of the suspension unit of FIG. [Figure 4] FIG. 2 is a partially enlarged perspective view of a hub of the suspension unit. [Figure 5] FIG. 2A is a first overall perspective view of the camber angle measurement device of the first embodiment, and FIG. 2B is a second overall perspective view of the camber angle measurement device of the first embodiment. [Figure 6] 1A is a front view of the camber angle measurement device of the first embodiment mounted on a hub, and FIG. 1B is a schematic diagram showing the connection relationship between the engagement portion of the camber angle measurement device of the first embodiment and the hub. [Figure 7] FIG. 2 is a partially enlarged perspective view of the camber angle measuring device of the first embodiment attached to a hub. [Figure 8] FIG. 2A is a front view of the camber angle measuring device of the first embodiment attached to the shaft portion of a shock absorber, and FIG. 2B is a schematic diagram showing the connection relationship between the engagement portion of the camber angle measuring device of the first embodiment and the shaft portion. [Figure 9] FIG. 2A is a first overall perspective view of a camber angle measurement device according to a second embodiment, and FIG. 2B is a second overall perspective view of the camber angle measurement device according to the second embodiment. [Figure 10] 1A is a front view of a camber angle measurement device according to a second embodiment mounted on a hub, and FIG. 1B is a schematic diagram showing the connection relationship between an engagement portion of the camber angle measurement device according to the second embodiment and the hub. [Figure 11] 1A is a front view of a camber angle measuring device according to a second embodiment attached to a shaft portion of a shock absorber, and FIG. 1B is a schematic diagram showing the connection relationship between the engagement portion of the camber angle measuring device according to the second embodiment and the shaft portion. DETAILED DESCRIPTION OF THE INVENTION

[0018] The camber angle θ, which is the object of measurement by the camber angle measuring device, will be described with reference to the front view of FIG. 1 and the perspective view of FIG. 2. FIG. 1 is a front view illustrating the camber angle θ formed in the suspension unit 150. The camber angle is essentially a characteristic value of the vehicle state and is one of the angles formed by the vehicle's wheels. Generally, it is the angle between the center of rotation (center line) of the wheel and a right angle (vertical line) when the vehicle is viewed from the front or rear. However, a right angle may not be used intentionally due to the vehicle's steering performance and stability. In this embodiment, the camber angle θ refers to the angle between the axis center 160a of the shock absorber 160 and the center of rotation 180a of the wheel.

[0019] The shock absorber 160 has a right circular cylindrical shaft portion 163, and the axial center 160a of the shaft portion 163 of the shock absorber 160 can be considered to be parallel to the generating line of the shock absorber 160. The inclination of the side surface of the shock absorber 160 (shaft portion 163) refers to the inclination of the generating line of the shock absorber 160. In other words, the angle between the axial center 160a of the shock absorber 160 and the rotation center 180a of the wheel is equal to the angle between the side surface 160b of the shaft portion 163 of the shock absorber 160 and the rotation center 180a of the wheel. Therefore, the camber angle measuring device 10 measures the angle between the side surface 160b of the shaft portion 163 of the shock absorber 160 and the rotation center 180a of the wheel, and the camber angle θ is calculated from this measured angle.

[0020] The camber angle measuring instruments 10A (see Figure 5) and 10B (see Figure 9) of the embodiment are measuring instruments that measure the camber angle θ, which is the angle between the axial center 160a of the shock absorber 160 and the rotation center 180a of the wheel in a wheel suspension unit 150 that includes a shock absorber 160 that absorbs impact from the road surface of the vehicle and a bearing 180 that supports the wheel.

[0021] The suspension unit 150 is a unit that includes a shock absorber 160, a brake unit 170, a bearing 180, a dust cover 172, a knuckle 173, etc. The shock absorber 160 is also called a shock absorber or a damper, and is used together with a coil spring 161 to dampen and absorb vibrations from the road surface of the automobile.

[0022] The brake unit 170 includes a brake rotor 171 and a brake caliper 174. A bearing 180 (see FIG. 3) rotatably supports the wheel (tire) via the brake rotor 171. The dust cover 172 is a cover that covers the friction surface of the brake rotor 171, and prevents the adhesion of dust, soil, and the like, thereby preventing damage and wear to the brake pads.

[0023] The knuckle 173 supports the wheels and suspends the vehicle body, and is connected to a steering unit (not shown) so that, when the steering wheel is operated, it applies a steering angle to the wheels and changes the direction of the vehicle. The shock absorber 160 is connected to the knuckle 173 via a lower bracket 162. The bearing 180 is attached to the knuckle 173 by bolting. The dust cover 172 is attached to the end surface of the knuckle 173 facing outward from the vehicle.

[0024] A wheel (tire) is fastened to the brake rotor 171. The hub 175 (see FIG. 3) of this embodiment is the central part that is connected to the shaft at the center of a rotating body such as the brake unit 170. The hub 175 is formed with an opening 177 that communicates with a bearing 180 (see FIG. 3), and is provided with a hub annulus 176 that is an annular wall that stands upright at the end of the opening 177 on the hub 175 side. The camber angle measuring devices 10A and 10B of this embodiment are measuring devices that are compatible with the hub 175 that has the hub annulus 176.

[0025] FIG. 3 is a schematic cross-sectional view showing an enlarged view of the inside of the brake unit 170 of the suspension unit 150, in which the brake rotor 171 is connected to a bearing 180 of the brake rotor 171 with a fastening bolt (not shown). As can be seen from FIGS. 2 and 3, the bearing 180 is disk-shaped with an opening in the center, and the dust cover 172, the knuckle 173, and the brake rotor 171 are provided with openings that coincide with the center of rotation 180a (the direction of the center of rotation of the bearing) of the wheel that is common to the bearing 180. Therefore, all of the surfaces of the dust cover 172, the knuckle 173, and the brake rotor 171 are parallel to the disk of the bearing 180. Also, in the drawing, an opening bottom 180c and an opening 177 are formed along the shaft hole 181 of the bearing 180.

[0026] Furthermore, FIG. 4 is a partially enlarged perspective view of the brake rotor 171. In the illustration, a hub ring 176 is erected at the end of an opening 177 of the brake rotor 171. Due to the relative positions of the bearing 180 and the hub 175, the center of rotation 180a of the wheel in the bearing 180 and the peripheral wall portion of the hub ring 176 are parallel (see FIG. 3). Therefore, the angle of the center of rotation 180a can be determined through the peripheral wall portion of the hub ring 176. The hub bolt 175a is omitted in FIG. 4. The hub bolt 175a is threaded into a bolt hole 175b in the hub 175, and a wheel (not shown) is fastened to the hub 175. In the hub ring 176 of FIG. 4, a circumferential ring surface 178 is formed on the cut-off surface of the cylinder of the hub ring 176. An inner bottom 179 is provided inside the hub ring 176. The circumferential ring surface portion 178 or the inner bottom portion 179 is used for contact with the camber angle measuring devices 10A (see FIG. 5) and 10B (see FIG. 9).

[0027] That is, by using the hub ring portion 176 erected from the brake rotor 171, it becomes possible to indirectly measure the reference angle (angle set to 0°) of the rotation center 180a of the wheel in the bearing 180.

[0028] 1 and 2, the suspension unit 150 assembled from a plurality of parts and units is placed on a transport table 200 and transported on a transport conveyor (not shown). The transport table 200 includes a handle 200a, a transport fixed base 201, a transport fixed bracket 202, and the like.

[0029] The handle 200a is used by an operator or the like when pulling or lifting the transfer table 200. The transfer stationary base 201 holds and fixes the brake rotor 171 (see Figures 2, 4, etc.) when the suspension unit 150 is placed on the transfer table 200. The transfer stationary bracket 202 is used to lock the fixing bracket 202a attached to the suspension unit 150 when the suspension unit 150 is placed on the transfer table 200. The measurement of the camber angle θ using the camber angle measuring instruments 10A, 10B is performed with the suspension unit 150 placed on the transfer table 200.

[0030] Fig. 5 is an overall perspective view of the camber angle measurement instrument 10A of the first embodiment. Fig. 5(A) is a bottom perspective view, and Fig. 5(B) is a top perspective view. The camber angle measurement instrument 10A is formed by an engagement portion 20A, a level portion 50, and a base portion 30.

[0031] The engagement portion 20A engages with the hub ring portion 176, thereby aligning the angle of the wheel rotation center 180a in the bearing 180 of the camber angle measurement device 10A. Then, after the engagement portion 20A is removed from the hub ring portion 176, the engagement portion 20A engages with the shaft portion 163 of the shock absorber 160. Thus, the angle of the shaft center 160a of the shock absorber 160 is measured. The engagement portion 20A of the camber angle measurement device 10A is a member that can engage with both the brake rotor 171 (hub ring portion 176) and the shock absorber 160 (shaft portion 163).

[0032] The level unit 50 is a known level or goniometer, and preferably a digital level is used. When the engagement portion 20A of the camber angle measurement device 10A engages with the hub annulus 176, a reference angle is set and stored in the level unit 50. Then, the angle is measured when the engagement portion 20A engages with the shaft portion 163 of the shock absorber 160. In the camber angle measurement device 10A of this embodiment, the angle is set to the reference 0° when the engagement portion 20A engages with the hub annulus 176. The angle φ detected by the level unit 50 when the engagement portion 20A engages with the shaft portion 163 is the inclination from the reference 0°. Therefore, the camber angle θ is calculated by adding the angle φ to 90° (θ = 90° + φ).

[0033] The engaging portion 20A is provided with two hub ring portion contact portions 24, one above and one below. In the illustrated embodiment, the hub ring portion contact portion 24 further includes a curved portion 23 that conforms to the circumferential surface of the hub ring portion 176. The hub ring portion contact portion 24 is a member that contacts the hub ring portion 176, and in the illustrated embodiment, the hub ring portion contact portion 24 is able to hold the circumferential surface of the hub ring portion 176 via the curved portion 23. When the hub ring portion contact portion 24 is provided with the curved portion 23, as in the illustrated embodiment, it becomes easy to position the engaging portion 20A and the circumferential surface of the hub ring portion 176. This also makes the engaging portion 20A lighter and easier to process. Furthermore, the engaging portion 20A is provided with two notched contact portions 26, one above and one below. The notch abutment portion 26 has a notch 25 that corresponds to the circumferential surface of the shaft portion 163 of the shock absorber 160, and abuts against the circumferential surface (side surface 160b) of the shaft portion 163 via the notch 25. In the engagement portion 20A, the hub ring portion abutment portion 24 and the notch abutment portion 26 are formed integrally, and this integrated member is disposed opposite to each other. In the engagement portion 20A, the integrated member of the hub ring portion abutment portion 24 and the notch abutment portion 26 stands upright from the engagement surface portion 27.

[0034] The base 30 is an elongated member that is L-shaped when viewed from the side, and is provided with an elongated holding portion 37 that extends from the connection portion 31 side between the base 30 and the engagement portion 20A. The spirit level 50 is fixed to the holding portion 37. The base 30 is formed from a light metal with excellent strength and rigidity, such as aluminum or titanium, or a high-strength resin material known as engineering plastic. In this embodiment, a rib portion 35 is provided on the connection portion 31 side. Furthermore, a reinforcing beam portion 34 is provided directly below the holding portion 37, which is in the extension direction of the base 30.

[0035] The L-shape of the base 30 makes it easier for bending deformation to occur from the connection portion 31 with the engaging portion 20A toward the end (distal end) of the level portion 50. Therefore, the connection portion 31 side of the base 30 is reinforced by a rib portion 35, and the holding portion 37 is reinforced by a reinforcing beam portion 34. In addition, a positioning portion 36 is provided on the side of the holding portion 37 opposite the reinforcing beam portion 34. The positioning portion 36 is used for positioning when fixing the level portion 50 to the holding portion 37 of the base 30. In this embodiment, the positioning portion 36 is a protrusion, and therefore has the effect of reinforcing the holding portion 37 as well as the reinforcing beam portion 34.

[0036] 6 to 8 show the camber angle measurement device 10A of the first embodiment in use. FIG. 7(A) shows the state in which the engagement portion 20A of the camber angle measurement device 10A is pressed and fixed against the outside of the hub ring portion 176 that protrudes from the brake rotor 171 of the suspension unit 150 placed on the transfer table 200. FIG. 6 is a perspective view of the engagement between the hub ring portion 176 and the engagement portion 20A. The hub ring portion abutting portion 24 of the camber angle measurement device 10A of the first embodiment is in a state in which it covers the hub ring portion 176. The relationship between the hub ring portion abutting portion 24 and the hub ring portion 176 may be surface contact with the circumferential surface of the hub ring portion 176 via the curved portion 23 of the hub ring portion abutting portion 24, or point contact or line contact with a portion of the circumferential surface of the hub ring portion 176. Alternatively, a configuration without any particular contact point may be used. The provision of the hub ring abutment portion 24 improves stability when attaching and detaching the camber angle measurement device 10A to the hub ring 176 during measurement. Specifically, as shown in FIGS. 6 and 7 , the engagement surface 27 of the engagement portion 20A abuts against the circumferential ring surface 178 of the hub ring 176, resulting in surface contact between them. Because the hub 175 and its associated mechanisms are constructed as high-precision components, the hub ring 176 and its circumferential ring surface 178 are also highly accurate. Therefore, the amount of contact between the engagement surface 27 of the engagement portion 20A of the camber angle measurement device 10A and the high-precision hub 175 side (circumferential ring surface 178) is increased by the surface contact, which in turn improves the stability and calibration accuracy of the level portion 50 of the camber angle measurement device 10A.

[0037] Furthermore, Figure 7(B) is a schematic diagram showing the positional relationship of the engagement portion 20A that engages with the hub ring portion 176. The hub ring portion 176 is a cylindrical frame with a peripheral wall portion. The hub ring portion contact portions 24, provided at two locations, one above and one below, of the engagement portion 20A, are configured to fit over the curved portion 23 that follows the outer circumferential surface 176c of the peripheral wall portion of the hub ring portion 176. As can be seen from the illustrated embodiment, the curved portion 23 formed on the inside of the hub ring portion contact portions 24 can abut against the outer circumferential surface 176c of the hub ring portion 176. Furthermore, since the hub ring portion contact portions 24 are provided at two locations, one above and one below, loosening and rattle when fitting over the hub ring portion 176 are reduced, improving the engagement precision between the hub ring portion 176 and the engagement portion 20A. In addition, the size of the hub ring portion 176 (diameter, height of the outer circumferential surface 176c) varies depending on the vehicle model. Even in such a case, the curved portion 23 is shaped to abut against the largest possible diameter of the hub ring portion 176, and the abutment between the engagement surface portion 27 and the circumferential ring surface portion 178 is surface contact, so there is no interference with their contact with each other.

[0038] As described above, the peripheral wall portion of the hub ring portion 176 protrudes from the brake rotor 171 and is parallel to the center of rotation 180a of the wheel at the bearing 180 (see FIGS. 3, 7, etc.). Therefore, when the engagement surface portion 27 of the engagement portion 20A abuts against the circumferential ring surface portion 178, the holding portion 37 of the base portion 30, which is connected to the engagement portion 20A, is indirectly parallel to the center of rotation 180a of the bearing 180. Therefore, the level portion 50 of the camber angle measurement device 10A is referenced, i.e., the inclination of the center of rotation 180a of the bearing 180 is adjusted and stored, with the inclination being set to 0°. After adjusting the inclination, the camber angle measurement device 10A is removed from the hub ring portion 176. The illustrated engagement portion 20A has connecting bolt holes 28, and the engagement portion 20A and the base portion 30 are fixed to each other with bolts.

[0039] Next, as shown in the front view of FIG. 8(A), the camber angle measurement device 10A, which has been removed from the hub annulus 176, is brought into contact with the circumferential surface (side surface 160b) of the shaft portion 163 of the shock absorber 160. When making contact, the camber angle measurement device 10A is pressed against the shaft portion 163 by the person making the measurement. At the point of contact, the inclination of the shaft center 160a of the shock absorber 160 is measured by the camber angle measurement device 10A. As described above, the shaft center 160a of the shaft portion 163 of the shock absorber 160 and the generating line of the shock absorber 160 are considered to be parallel, so even when measurement is made via the shaft portion 163, the inclination can be determined as the inclination of the shaft center 160a of the shock absorber 160.

[0040] In the camber angle measurement device 10A, the inclination is adjusted with the inclination of the rotation center 180a set to 0°, and then the inclination of the axis center 160a of the shock absorber 160 is measured, and the camber angle θ is calculated from the angle between the side surface 160b of the shock absorber 160 and the rotation center 180a of the wheel. Note that the adjustment of the inclination with the inclination of the rotation center 180a set to 0° is optional. In this way, the camber angle θ can be easily measured by changing the engagement position of the camber angle measurement device 10A without moving the suspension unit 150.

[0041] Engagement portion 20A has a structure for engaging with both hub ring portion 176 and the circumferential surface (side surface 160b) of shaft portion 163. FIG. 8(B) is a schematic cross-sectional view of shaft portion 163. Engagement portion 20A has two hub ring portion contact portions 24 at upper and lower locations as shown in FIG. 6(B) etc., as well as two notched contact portions 26 at upper and lower locations. Similar to hub ring portion contact portions 24, notched contact portions 26 are arranged to face each other. Notched contact portions 26 have notches 25 that correspond to the circumferential surface of shaft portion 163 of shock absorber 160, and contact the circumferential surface of shaft portion 163 via notches 25.

[0042] Because the cross section of the circumferential surface (side surface 160b) of the shaft portion 163 is circular, simply pressing the engaging portion 20A against the shaft portion 163 will not allow the engaging portion 20A to engage with the shaft portion 163, and misalignment is likely to occur during engagement. Therefore, notch portions 25 are provided in the notch abutting portion 26 as recesses that correspond to the arc of the circumferential surface of the shaft portion 163. In particular, because the engaging portion 20A has notch abutting portions 26 at two locations, one above and one below, misalignment of the engaging portion 20A in the length direction of the shaft portion 163 is less likely to occur, and the camber angle measuring device 10A can be aligned perpendicular to the axial center 160a of the shock absorber 160.

[0043] The notch 25 is not an arc-shaped depression that perfectly matches the arc of the circumferential surface of the shaft portion 163, but rather makes line contact with the arc of the circumferential surface of the shaft portion 163 (it may be point contact depending on the location). Metal powder scattered during welding adheres to the surface of the circumferential surface (side surface 160b) of the shaft portion 163. Therefore, the surface of the shaft portion 163 is often not a smooth, uniformly curved surface, but a rough surface with fine irregularities. Therefore, if the notch 25 is formed to exactly match the arc-shaped depression, the unevenness of the surface of the shaft portion 163 will easily cause misalignment in the contact between the notch abutment portion 26 and the circumferential surface of the shaft portion 163.

[0044] To reduce the effects of misalignment, the notch 25 is formed as a combination of flat surfaces that can abut against the circumferential surface of the shaft portion 163. In this embodiment, as shown in FIG. 8(B), the notch 25 is a combination of flat surfaces on a total of three sides: the side directly facing the shaft portion 163 and the left and right sides of the directly facing side. Of course, the notch 25 may also be a combination of four or more sides (not shown). One of the two upper and lower notch abutment portions 26 (notch 25) abuts against the cross-sectional circle of the shaft portion 163 by line contact at two points (a total of four line contact points for the upper and lower notch abutment portions 26). The structure of the combination of the edges of the notch 25 reduces the contact area during engagement and reduces the effects of unevenness on the surface of the shaft portion 163. In particular, the notch abutment portion 26 in this embodiment forms line contact (point contact) with the circumferential surface of the shaft portion 163 at a total of four points spaced apart vertically, thereby increasing stability during abutment.

[0045] 9 to 11 show a camber angle measurement instrument 10B of the second embodiment. FIG. 9 is an overall perspective view of the camber angle measurement instrument 10B of the second embodiment. FIG. 9(A) is a bottom perspective view, and FIG. 9(B) is a top perspective view. The camber angle measurement instrument 10B is formed by an engagement portion 20B, a spirit level portion 50, and a base portion 30. The spirit level portion 50 and base portion 30 of the camber angle measurement instrument 10B have the same configuration as the previously described camber angle measurement instrument 10A.

[0046] The engaging portion 20B of the camber angle measurement instrument 10B of the second embodiment is formed using an insertion cylindrical portion 41 as its main body, which is inserted into the opening 177 (see FIG. 4) of the hub ring portion 176. An end 41e of the insertion cylindrical portion 41, i.e., the side opposite to the side connected to the base portion 30, is provided with a recessed portion 42 formed to correspond to the circumferential surface (side surface 160b) of the shaft portion 163 of the shock absorber 160. The camber angle measurement instrument 10B differs from the engaging portion 20A of the camber angle measurement instrument 10A described above in that the recessed portion 42 comes into surface contact with the shaft portion 163. Furthermore, protruding surface portions 47 are formed on both left and right ends of the recessed portion 42.

[0047] 10 and 11 show how the camber angle θ is measured using the camber angle measurement device 10B of the second embodiment. As shown in the front view of FIG. 10(A), the insertion cylindrical portion 41 of the engagement portion 20B of the camber angle measurement device 10B is inserted into the inside of the hub ring portion 176 that protrudes from the brake rotor 171 of the suspension unit 150 placed on the conveying table 200. More specifically, as shown in the schematic diagram of FIG. 10(B), a predetermined geometric tolerance is provided between the diameter of the opening circle of the inner circumferential surface 176d of the hub ring portion 176 and the diameter of the cylindrical body of the insertion cylindrical portion 41 of the engagement portion 20B, making it easier for the insertion cylindrical portion 41 of the engagement portion 20B to engage (insert) and avoiding engagement failures due to friction, thermal expansion, etc. Here, an inner bottom portion 179 is provided inside the hub ring portion 176, and the flat portion of the protruding surface portion 47 abuts and makes surface contact with the inner bottom portion 179 (see FIG. 4). The inner bottom portion 179 of the hub 175 is also machined with high precision, so that precision when the engaging portion 20B of the camber angle measuring instrument 10B comes into contact with it is also ensured.

[0048] Even when using the engaging portion 20B of the camber angle measurement instrument 10B of the second embodiment, the cylindrical insertion portion 41 of the engaging portion 20B is inserted into the inner peripheral surface 176d of the hub ring portion 176, so that the holding portion 37 of the base portion 30 connected to the engaging portion 20B is indirectly made parallel to the rotation center 180a of the bearing 180. Therefore, the level portion 50 of the camber angle measurement instrument 10B is referenced, that is, the inclination of the rotation center 180a of the bearing 180 is set to 0°, and the inclination is adjusted and stored. After adjusting the inclination, the camber angle measurement instrument 10B is removed from the hub ring portion 176.

[0049] Next, as shown in the front view of FIG. 11(A), the camber angle measurement device 10B, which has been removed from the hub ring portion 176, is brought into contact (surface contact) with the circumferential surface (side surface 160b) of the shaft portion 163 of the shock absorber 160. When making contact, the camber angle measurement device 10B is pressed against the shaft portion 163 by the person making the measurement. At the point of contact, the inclination of the shaft center 160a of the shock absorber 160 is measured by the camber angle measurement device 10B. As described above, the shaft center 160a of the shaft portion 163 of the shock absorber 160 and the generating line of the shock absorber 160 are considered to be parallel, so even when measurement is made via the shaft portion 163, the inclination can be determined as the inclination of the shaft center 160a of the shock absorber 160.

[0050] In the camber angle measurement device 10B, the inclination is adjusted with the inclination of the rotation center 180a set to 0°, and by subsequently measuring the inclination of the axle center 160a of the shock absorber 160, the camber angle θ is calculated from the angle between the side surface 160b of the shock absorber 160 and the rotation center 180a of the wheel. Note that the adjustment of the inclination with the inclination of the rotation center 180a set to 0° is arbitrary. Even with the camber angle measurement device 10B, the camber angle θ can be easily measured by changing the engagement position of the camber angle measurement device 10B without moving the suspension unit 150.

[0051] Engagement portion 20B has a structure for engaging with both hub ring portion 176 and the circumferential surface (side surface 160b) of shaft portion 163. Figure 11(B) is a schematic cross-sectional view of shaft portion 163. Connection bolt holes 29 are formed in the illustrated engagement portion 20B, and engagement portion 20B and base portion hole 39 of base portion 30 are fixed to each other with bolts (not shown).

[0052] The recessed portion 42 formed in the engaging portion 20B abuts against the circumferential surface (side surface 160b) of the shaft portion 163 of the shock absorber 160. The engaging portion 20B of the camber angle measuring instrument 10B of the second embodiment has a recessed portion 42 with a curved surface that corresponds to the circumferential surface (side surface 160b) of the shaft portion 163, making it easy for the engaging portion 20B to engage with the shaft portion 163. The engaging portion 20B can be used when the circumferential surface (side surface 160b) of the shaft portion 163 is smooth. Note that, in addition to the curved surface of the embodiment, the recessed portion 42 of the engaging portion 20B can also be, for example, a recessed portion formed by a combination of V-shaped sides in a plan view.

[0053] The present invention is not limited to the camber angle measuring devices according to the above-described embodiments, and can be implemented in various other modified or applied examples without departing from the gist of the present invention as set forth in the claims. [Explanation of symbols]

[0054] 10A, 10B Camber angle measuring instrument 20A,20B Engagement part 23 Curved section 24 Hub ring contact part 25 Notch 26 Notched contact part 27 Engagement surface part 28 connecting bolt holes 29 Connection bolt holes 30 units 31 Connection 34 Reinforced beam 35 Rib section 36 Positioning part 37 Holding part 39 Base hole 41 Insertion cylindrical part 42 Concave part 47 Projecting surface part 50 Level section 150 suspension unit 160 Buffer 160a Buffer shaft center 160b Side of shock absorber 161 Coil spring 162 Lower bracket 163 Shaft body 170 Brake unit 171 Brake rotor 172 dust cover 173 Knuckles 174 Brake caliper 175 Hub 175a hub bolt 175b bolt hole 176 Hub ring 176c Outer circumferential surface of hub ring 176d Inner surface of hub ring 177 Opening 178 Circumferential ring surface of hub ring 179 Inner bottom of hub ring 180 bearings 180a Wheel rotation center 180c open bottom 181 Shaft hole 200 (Transport conveyor) transport table 200a handle 201 Fixed transport stand 202 Transport fixing bracket 202a Fixing bracket θ Camber angle

Claims

1. A camber angle measuring device for measuring a camber angle, which is an angle formed between an axial center of a shock absorber that absorbs impacts from a road surface of a vehicle and a bearing that supports a wheel, in a wheel suspension unit that includes the shock absorber and a bearing that supports the wheel, comprising: a hub ring portion that is annularly erected from an opening of a hub connected to the bearing and is parallel to the direction of the rotation center of the bearing, and an engagement portion that engages with the hub ring portion and then engages with a shaft portion of the shock absorber; a level unit for measuring the camber angle from the inclination of the axis center of the shock absorber with respect to the rotation center of a bearing that supports the wheel; a base portion including a holding portion extending from a connecting portion connected to the engaging portion to an opposite side and holding the level portion; A camber angle measuring device comprising:

2. The engagement portion is a hub annulus abutment portion that abuts against a circumferential surface of the hub annulus; a notch abutment portion that includes a notch corresponding to the circumferential surface of the shaft portion of the shock absorber and abuts against the circumferential surface of the shaft portion via the notch; 2. The camber angle measuring device according to claim 1, further comprising:

3. 3. The camber angle measuring instrument according to claim 2, wherein the engaging portion has an integrated structure in which the hub ring contact portion and the notch contact portion are integrated and arranged to face each other.

4. the engagement surface portion of the integrated piece in the engagement portion abuts against the circumferential annular surface portion of the hub annular portion in a surface-to-surface manner; 4. The camber angle measuring device according to claim 3, wherein the contact between the notched contact portion and the circumferential surface of the shaft portion of the shock absorber is point contact or line contact.

5. The engagement portion is an insertion cylindrical portion that is inserted into the opening of the hub annulus; 2. The camber angle measuring instrument according to claim 1, further comprising a recess formed at an end of the insertion cylindrical portion, the recess being formed in accordance with the circumferential surface of the shaft portion of the shock absorber.

6. the engaging portion has a protruding surface portion, and the protruding surface portion abuts against the inner bottom portion of the hub annulus portion by surface contact; 6. The camber angle measuring instrument according to claim 5, wherein the recessed portion and the circumferential surface of the shaft portion of the shock absorber are in surface contact with each other.

7. The camber angle measuring instrument according to claim 1 , wherein the base portion has a reinforcing beam portion in the extending direction.

8. The camber angle measuring instrument according to claim 1, wherein the base portion has a rib portion on the connecting portion side.

9. 2. The camber angle measuring instrument according to claim 1, wherein the base portion includes a positioning portion for positioning the level portion when the level portion is fixed to the holding portion.

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