多軸轉(zhuǎn)向汽車前輪定位儀中英稿

1、 多軸轉(zhuǎn)向汽車的前輪定位Front Wheel alignments for car with multi-steering axis 在我國整個汽車行業(yè)普遍存在一個問題，即前輪（轉(zhuǎn)向輪）早期磨損問題，一直困擾著我們。而歸根結(jié)蒂，又都是歸結(jié)為前束不準的問題。通過多年的研究和探索。我們在“汽車前束的由來與調(diào)整”一文中詳細論述了有關(guān)汽車前束的各方面問題。由于影響汽車前束的因素非常多，前束既不能通過計算得來，也不能通過類比的方法得來。文中提出解決前輪磨損的唯一辦法就是采用“力傳感式動態(tài)車輪定位儀”將每輛車的前束調(diào)到最佳前束值，方可徹底解決車輪磨損問題。此儀器在多家汽車制造廠的多條總裝線上使用，實踐證

2、明是行之有效的。汽車前束由來主要有四：1、車輪外傾， 2地面和空氣阻力， 3前橋結(jié)構(gòu)的合理性與制造的精度。4車輪的結(jié)構(gòu)和品質(zhì)。對于前三者一般教科書均有論述，而對于第四者也是最主要因素，國內(nèi)資料和教科書卻只字未提，國內(nèi)汽車設(shè)計者也普遍忽略了此問題。一般汽車特別是貨車，都采用靜態(tài)車輪定位儀或前束尺調(diào)整前束，或者在橋廠調(diào)整前束，這樣調(diào)整出來的汽車前束值沒有考慮到汽車各相關(guān)部件，特別是輪胎的制造誤差對前束的影響。There is a very common problem that has been haunting the Chinese domestic auto industry is the

3、fast wear downs of the front wheels tires. This problem is caused by the inaccurate front wheel alignments. The article “The rationale and adjustments of automobiles front wheel toe-in” has discussed in great details on the many challenges to resolve this problem based on many years of research and

4、development. Due to the many complicated factors that affect the front wheel alignments, a good toe-in value cannot be reached through simple mathematical calculations or comparisons with other cars. The article suggests that the only way to completely resolve the front tire wear down problem is uti

5、lizing the “dynamic wheel alignment with resistance sensing techniques”. This technology, tested and approved by multiple assembly lines of many auto manufacturers, ensures the best alignment value for each individual vehicle.There are four reasons for automobiles to have front wheel toe-in: 1. Posi

6、tive Chamber values2. Fractions from air and ground surface3. The design and manufacturing accuracy of the structure of the front axles4. Structure and quality of tiresMost of the automobile books give great explanations on the first three reasons. However, the fourth reason, which is equally import

7、ant, hasnt been explored at all in most of the educational materials and references available domestically. Moreover, most of the domestic auto designers have generally overlooked this issue also.In general, cars, especially trucks, use static wheel alignment tools or rulers to adjust the front whee

8、l toe-in values when the vehicle is not in motion. This also includes adjustments done in axles manufacturers (橋廠). All of these wheel alignment methods dont put into considerations of the effects many components from the cars, especially the quality discrepancies of the tires have on the accuracy o

9、f the front wheel toe-in measurement.對于單軸轉(zhuǎn)向汽車僅使用“力傳感動態(tài)車輪定位儀”調(diào)整汽車前束即可將前輪前束調(diào)整到最佳值，使前輪直行時處于純滾動狀態(tài)。輪胎磨損最小。而對于多軸轉(zhuǎn)向的汽車。其前輪定位遠不止前束問題。還有多軸同步平行問題。如圖一所示The ultimately efficient toe measurement, which results driving wheels in pure rolling state during straight movement can be established by using “resistance s

10、ensing dynamic wheel alignment” tool for cars with single steering axels. The pure rolling state creates minimum amount of damage to the tires. Nevertheless, front wheel alignment for multi-steering axis has far more challenges than simple toe-in measurement. Some of which includes parallelism and s

11、imultaneousness among the multiple steering axis (多軸同步). Demonstrated in Graph 1:首先，我們假設(shè)在 A、 B、 C、 D 四種情況下，前輪前束都沒有問題，但由于前橋前輪的同步平行問題沒有解決好。也會出現(xiàn)前輪嚴重磨損問題。A前前輪（第一橋）左偏行，后前輪（第二橋）右偏行。即兩前輪總處于異向跑偏（即轉(zhuǎn)向）狀態(tài)。B 前前輪（第一橋）右偏行，后前輪（第二橋）左偏行。兩前橋異向偏行。C 前前輪（第一橋）左偏，后前輪正。汽車也能直行。D 前前輪（第一橋）正，后前輪（第二橋）右偏，汽車也能直行。First of all, hyp

12、othetically, condition A, B, C and D all have the perfect toe-in measurements. The front wheels will still have serious wears due to front axels impairments on parallelism and simultaneousness during start.A. Front axels shifts to the left, rear axels shifts to the right. In other words, the two fro

13、nt wheels constantly shift between left and right (turning state).B. Front Axels shifts to the right, rear axels shifts to the left. In other words, the two front wheels constantly shift between left and right (turning state).C. Front Axels shifts to the left, rear axels is straight. Vehicle can mov

14、e in a straight line.D. Front Axels is straight, rear axels shifts to the right. Vehicle can move in a straight line also.上述情況，主要講汽車直行時車輪磨損的原因。有時比較嚴重。宏觀上就能發(fā)現(xiàn)，但差異較小時，就被前橋和輪胎的誤差所掩蓋。即使用很精密的靜態(tài)定位儀也很難發(fā)現(xiàn)。僅0.5%的偏差也會造成前輪較嚴重的磨損。The above situations mainly address the cause of tire wears on cars during straigh

15、t movements. During more severe cases, the real cause can be spotted fairly easily. However, the real cause of the tire wears is more often overshadowed by front axel and tire problems when the shifts are much subtler. It is very hard to detect even with very accurate static wheel alignment tools. T

16、he end result can be severe pre-mature tire wears with only 0.5% shifting.目前，在我國，乃至全世界都未能徹底解決多軸轉(zhuǎn)向汽車的前輪異常磨損問題。據(jù)我們初步調(diào)查，我國生產(chǎn)雙前橋重卡的汽車廠有十多家，但都或多或少的存在這一問題。有些廠家用了很長時間調(diào)研，也花了很多錢，買了很貴的進口儀器，但并沒有解決問題，其原因在于沒有找到前輪磨損的根本原因，也不可能買到能徹底解決問題的設(shè)備或儀器。There is no existing method that can completely resolve the irregular tir

17、e wear problem domestically as well as globally. Base on a preliminary market analysis with more than ten automobile manufacturers in China that produce multi-steering axis heavy trucks, all face this challenge in various degrees. Some manufacturers spent a lot of time and money on research and deve

18、lopment, while others invested heavily on imported tools. None has seen their effort yield fruits mainly because they didnt find and target at the real cause of these irregular tire wears.如前（第一頁）所述，造成輪胎異常磨損的因素有四，前三者都可以用現(xiàn)代高科技手段解決，但對于車輪的結(jié)構(gòu)和品質(zhì)，一般廠家是很難控制的，為了降低成本，汽車制造廠不可能用高出幾倍的價格買進口的優(yōu)質(zhì)車輪，而國產(chǎn)輪胎又大多質(zhì)量不穩(wěn)定，這些

19、輪胎僅從外表是分不出優(yōu)劣的，可裝到車上后其劣性盡顯，其端面跳動和徑向跳動都很大，其動不平衡就更不用說了。而更可怕的還有其圓周上各點的側(cè)向剛度不一樣。這樣的車輪在重載下向前滾動時產(chǎn)生呈周期性的側(cè)向力波動，最大可到30-40KG。 這樣的車輪按常規(guī)是很難找到適合于它的前束角的， 也根本找不到其理論旋轉(zhuǎn)平面，因此，不管用多高級的靜態(tài)定位儀也解決不了裝用這種車輪的多軸轉(zhuǎn)向汽車的前輪定位并進而徹底解決其前輪磨損問題。As described earlier (page 1), there are four causes of irregular tire wears. The first three c

20、auses can be eliminated by the modern methods or high-tech equipments. However, they have little effects on controlling the impacts from poor tire structure and quality. Most of the auto manufacturers cannot afford to buy better yet much more expensive tires due to profitability factor. It is especi

21、ally hard to justify the high cost when it is hard to visually differentiate the better tires from the inexpensive domestic ones with inconsistent qualities. However, the difference can be dramatic after the tires are installed on the cars. The domestic tires have large discrepancies on side bent (端

22、面跳動) and ridial bentin (徑向跳動)addition to balancing problems. The more pressing issue is the inconsistent side weel stiffness (側(cè)向剛度) spread around its circumference. These tires yield cyclical inconsistent 側(cè)向力 (side force) fluctuations, which can reach 30-40kg during heavy towing. As a result, it is

23、nearly impossible to find one ultimate toe-in as well as theoretical 旋轉(zhuǎn)平面 (spinning surface) for this kind of tires using conventional tools. In other words, the tire wear problem cannot be eliminated using any conventional static wheel alignment tools regardless their accuracy or superiority.以上所述僅是

24、造成多軸轉(zhuǎn)向汽車直行時的前輪磨損問題另外，轉(zhuǎn)向不同步也會造成轉(zhuǎn)向輪的異常磨損。如圖二所示車橋結(jié)構(gòu)（特例）時：QQQQ是前前橋，QHQH是后前橋，O是轉(zhuǎn)向中心，當前前橋轉(zhuǎn)37度時，后前橋只需轉(zhuǎn)30度就行了，即前前橋轉(zhuǎn)向大于后前橋，且按一定規(guī)律進行（見圖二）。The above is the cause for irregular front tire damage for cars with multi-steering axis during straight movement. In addition, un-simultaneous movement during turning can

25、also cause irregular damage on the turning wheels. As the axels structure demonstrated on Image 2, special case: QQ-QQ is front steering axis (前前橋) QH-QH is rear steering axis (后前橋) O is turn origin When front final drive is turning 37, rear final drive only needs to turn 30. In other words, the deg

26、ree of turn for front final driver is larger than rear final drive. Same applies for others. (see image 2)圖中，1、QQ是前前橋，QH是后前橋，DD是后橋，0是轉(zhuǎn)向中心點。我們僅就上圖特例進行定性分析。2、當QQ左轉(zhuǎn)35度時，由于梯形底角作用，右輪轉(zhuǎn)32度，左輪轉(zhuǎn)38度。此時QH轉(zhuǎn)了28度，同樣由于梯形拉桿作用，右輪轉(zhuǎn)29度，左輪轉(zhuǎn)31度。3、由此可見：a,由于梯形拉桿作用，內(nèi)側(cè)輪轉(zhuǎn)向角大于外側(cè)輪。b,由于前前橋與后橋之軸距大于后前橋與后橋之軸距，在同時繞0點轉(zhuǎn)向時，四個前輪有不同的轉(zhuǎn)向角

27、。四前輪轉(zhuǎn)向角由內(nèi)到外，由前到后分別是38度，32度，31度，29度。Image 2:1. use the special case above as reference: QQ-QQ is front steering axis (前前橋) QH-QH is rear steering axis (后前橋) O is turn origin 2. When QQ is turning 35 to the left, because of the properties of the bottom angles of trapezoid, right wheels turns 32, left

28、wheel turns 38. Now QH turns 28, because of steering rod(梯形 拉桿作用), right wheel turns 29, and left wheel turns 31.3. As a result:a. Because of steering rod(梯形 拉桿作用), inner wheels turning angle is larger than the outer wheels.b. Because the distance between front final drive and rear axels is longer t

29、han that of the rear final drive and rear axels, when it turns in accordance to O, all four front wheels have different turning angles. The are 38, 32, 31, 29 from the front to back, respectively.就圖示情況（特例）分析，二橋傳向角之比為35/28=1.25。而兩橋與后橋軸距之比15/11.355=1.32The special case analysis: two final drives turni

30、ng angles have a ratio of 35/28=1.25. However, the ratio of the distance of two final drives (driveshaft) to the rear axels is 15/11.355=1.32上述二比值相差甚小，即是說，轉(zhuǎn)向節(jié)臂設(shè)計時，必須與軸距相匹配，否則，也會造成前輪異常磨損。The above two ratios are very close. In other words, the design of steering axis has to be compatible with the len

31、gth of the driveshaft. Otherwise, irregular tire wear will occur also.上敘多種原因綜合造成的前輪異常磨損是根本不可能用靜態(tài)定位儀發(fā)現(xiàn)和解決的，而用“力傳感動態(tài)車輪定位儀”就能一目了然。調(diào)整起來快速準確，迎刃而解。An irregular tire wear caused by any combination of the causes stated above is impossible to be detected and resolved by static wheel alignment tools. On the o

32、ther hand, it is a very easy diagnostic using a “resistance sensing dynamic wheel alignment tool”. Moreover, the adjustments are fast and accurate.早在上世紀80年代國外汽車研究機構(gòu)就開始用檢測汽車行駛中輪胎側(cè)向受力的方法來確定汽車前束。82年北京吉普用此原理制造了“動態(tài)前束調(diào)整儀”調(diào)整汽車前束，徹底解決了輪胎磨損問題，并沿用至今。在此基礎(chǔ)上參考美、日、德等國的相應(yīng)技術(shù)我公司發(fā)明了“動態(tài)車輪定位儀”。徹底解決了汽車前輪磨損問題，它不但適用于貨車也適用

33、于轎車的車輪定位。Foreign automobile research institutes have been trying to use the side impacts data while a vehicle was in motion to determine the toe-in value since 1980s. Beijing Jeep created the “dynamic toe-in adjustment” machine based on this theory in 1982, and completely resolved the problem of irr

34、egular tire wears. This technology has been used on their assembly line until today. Based on that technology combined with other researches from the US, Japan, and Germany, our company invented the “Dynamic Wheel Alignment” machine. This machine has ultimately resolved the irregular front tire wear

35、 problem. It can not only be used on trucks, but also on smaller cars.進一步改進后就能適應(yīng)多軸轉(zhuǎn)向汽車的前輪定位。專利號為99255977.4該儀器的平面結(jié)構(gòu)圖如下 圖三This machine can be used to adjust front wheel alignment on multi-steering axis vehicles with some adjustments. The patent number for this technology is 99255977.4, and the 2 dimen

36、sion structure demonstration is shown below (Image 3):圖上有四個小車，每個小車上有兩個滾筒。汽車的四個轉(zhuǎn)向輪分別架在滾筒上。小車A 和B裝在前底盤6上它們之間由拉桿和傳感器5連接起來。而小車A又由傳感器8與底盤架連接。小車A和B的前后移動由傳感器10 和9 監(jiān)測著。小車C 和D有著與A和B相似的結(jié)構(gòu)。假如一輛完全合格的車開到該儀器上，當儀器上的滾筒帶動汽車前輪轉(zhuǎn)動時，通過調(diào)整方向盤，可使儀器上的所有傳感器儀表指零。As shown on the image, each of the 4 small carts has two rollers

37、. Vehicles four turning wheels will go on the rollers. Cart A and B are placed under the front 底盤(chassis) connected by rod（拉桿）and sensor (傳感器) 5. Cart A is also connected to sensor (傳感器) 8 and 底盤架. The back and forth movement of Cart A and B will be monitored by sensor (傳感器) 10 and 9. Cart C and D

38、have similar structure as Cart A and B. With some adjustments with the steering wheel, all meters should read 0 when a car with perfect wheel alignment is running on the machine.但是，由于汽車各相關(guān)零部件（如橋、車輪、車架）的制造誤差和裝配誤差的不可避免，導至不可能所有傳感器儀表全都指零。然而，7個傳感器中，11是位移傳感器，它感知后前橋兩車輪是否處于同軸狀態(tài)，司機可通過調(diào)整方向盤使之為，零為最佳。However, n

39、ot all the readings from different sensors can read 0s due to manufacturing and assembly inaccuracies on different parts of the car, such as axels, wheels, and driveshaft. Out of 7 sensors, #11 is the sensor for shifting. It can detect whether the two wheels connect to the rear final drive are on 同軸

40、(axiality) state. Driver then can turn the steering wheel to adjust the readings to be as close to 0 as possible with 0 being the best result.16是力傳感器，它感知后前橋兩車輪前束是否合適，調(diào)整工可通過調(diào)整前束拉桿使之為零，零為最佳。17也是力傳感器，它感知后前橋兩車輪 是否同向偏行， 零為最佳， 不偏行。 5是力傳感器， 它感知前前橋兩車輪前束是否合適，調(diào)整工可通過調(diào)整前束拉桿使之為零，零為最佳。8也是力傳感器，它感知前前橋兩車輪 是否同向偏行，調(diào)整工

41、可通過調(diào)整同步拉桿使之為零，零為最佳，不偏行。只有當11為零使時，5，8，16，17方可調(diào)到零，而只有當5，8，16，17都為零時，即四前輪所受側(cè)向力都為零時，前輪處于純滾動的最佳狀態(tài)，磨損最小。 Sensor 16 is resistance sensor. It can detect whether the toe-in readings are efficient for the two wheels attached to the rear steering axis. Adjusting technician can make the resistance to be 0 by ad

42、just the shaft that controls toe-in measurements, with 0 being the best. Sensor 17 is resistance sensor also. It detects whether the two wheels connecting to the rear steering axis shift to sideways or go straight. 0 means perfectly straight. Sensor 5 is resistance sensor. It detects whether the toe

43、-in value is efficient on the two front wheels connecting to the front steering axis. Adjusting technician can make the resistance to be 0 by adjust the shaft that controls toe-in measurements. 0 means perfectly straight. Sensor 8 is resistance sensor. It detects whether the two front wheels connect

44、 to the front steering axis shifts sideways in the same direction. Adjusting technician can make the resistance to be 0 by adjust the shaft that controls toe-in measurements. 0 means perfectly straight. Sensor 5, 8, 16, and 17 can only be 0 when sensor 11 reads 0. All four front tires are in the ult

45、imate pure rolling state, which results minimum irregular tire wears only when sensor 5, 8, 16, and 17 all read 0.該儀器現(xiàn)有大小兩臺樣機，小的在北京方曉汽修為轎車作動態(tài)車輪定位，能快速準確的解決2噸以下汽車(包括卡車和轎車)車輪磨損和方向跑偏問題，大的在北汽福田歐曼重卡廠為其單前橋及雙前橋重卡作前輪定位，有效地解決了北汽福田歐曼重卡廠的前輪非正常磨損問題。This machine is currently in production and is available in two

46、sizes. The smaller model is in Beijing Fangxiao Car Repairs. It targets at fixing irregular tire wears and pulling problems during movement by performing dynamic all wheel alignments for all kinds of cars and trucks lighter than 2000kg. The larger model is used by Beijing Futian Automobile- AUMAN (歐

47、曼) Heavy Truck to fix the irregular front wheel wear problem.調(diào)整步驟如下一、 班前準備1接通電源氣源2 通氣將各滾筒定位并制動3 對各傳感器校零Operation Instruction:1. Pre-adjustment preparation1) Connect Power and air source2) Connect air flow and set rollers in place and in break position.3) Reset all sensors to 0二、調(diào)整工作開始 1將汽車開到儀器上 使四前輪

48、分別在四個小車上的滾筒之間 2開動儀器，儀器上的滾筒驅(qū)動前輪向前滾動。 3 司機看著后前橋的位移傳感器11的顯示表， 調(diào)整方向盤到儀表11顯示為零時停下。 此時汽車后前橋（第二橋）與后橋平行。 4. 將A、B小車滾筒停轉(zhuǎn)， 看著17和16兩傳感器顯示表， 調(diào)整后前橋（第二橋）驅(qū)動線平行度及后前輪前束使兩儀表皆為零，此時后前橋（第二橋）調(diào)完。 5 停止C、D 小車滾筒，重新啟動A、B小車滾筒調(diào)整前前橋（第一橋）拉桿和轉(zhuǎn)向同步拉桿。使傳感器8和5顯示儀表指零，前前橋也調(diào)整完。 6 重新啟動C、D小車，四前輪同時轉(zhuǎn)動，微量調(diào)整相關(guān)部件，使5、 8 、16 、17儀表均指零。 即表示四前輪不受任何側(cè)向

49、力，而處于直線行駛的純滾動狀態(tài)。 7 前輪調(diào)整完畢，鎖定各鎖緊裝置 8 開走汽車注：如有轉(zhuǎn)向助力，必須將方向盤鎖定在零轉(zhuǎn)向位置后再調(diào)前束。 9 使用“專用側(cè)滑儀”或叫“側(cè)滑偏行儀”校驗2. Start Adjustment1) Drive the vehicle onto the machine and secure each of the four front wheels between two rollers on each cart 2) Turn on the machine. The rollers will carry the four wheels rolling forwar

50、d3) Drivers watch senor 11, which connects to the rear final drive. Adjust steering wheels until senor 11 reaches 0. Now the vehicles rear final drive is parallel to the rear axel.4) Stop cart A and B, watch sensor 16 and 17. Adjust rear final drive line parallel (驅(qū)動線平行度) and the toe-in angles for t

51、he two wheels connects to the rear final drive until both sensors reach 0. Now the rear final drive is adjusted.5) Stop Cart C and D. Restart Cart A & B and re-adjust the rod (拉桿) for the front final drive and steering synchronizer rod（同步拉桿）. Adjust until senor 5 and 8 both reaches 0. Front final dr

52、ive is now adjusted.6) Restart cart C and D. With all four wheels turning, make micro adjustments on relative parts until sensor 5, 8, 16 and 17 all reach 0. Now all wheels are in the pure rolling state without any resistance.7) After adjustments are completed, lock down all equipments.8) Drive the vehicle off the machine.Note: If the vehicle has power steering, steering wheel has to be locked down or secured a