Kinebohのブログ一覧

Deeper consideration on "Thrust Angle" in an automobile led me some conclusion that the steering linkage constructive design should have any way to cheat a driver as if the driven car might has no discrepancy in wheel alignments and constructive axle geometry. There must be some suspicion in the setting of steering rack case mounting mechanism, too much compliance might be applied sometimes with hysteresis phenomena. Actually, any precise wheel alignment adjustments are not performed by a manufacturers for passenger's automobiles, just assembling the parts with pre-dimensioning, final setup and adjusting procedures are omitted for cost saving principle. Especially, Japanese Road Trucking Vehicle Act does not have this important regulation except frontal side slip value, within plus minus 5mm/m. On the other hand, European Vehicle Safety Standard regulates the thrust angle within plus minus 10 minutes angle value. I happen to see some secret paper in ***ks **en Japan AG, the tolerance in thrust angle has been rewritten from 10 minutes in Germany into 20 minutes for the export to Japan. Suppose, no regulation exists on thrust angle tolerance in Japan, it takes some cost to re-adjust the trust error to adopt with European Standard, then what opinion would come out in the manager's mind of the manufacturing factory?

I happened to catch lost SD card in a pond last Thursday in Miyama Northern Kyoto. It was broken naturally, so I tried to see inside of it without destruction. X-Ray system was used to peep into inside of it, Hagiwara 2GB.
Do you think it possible to repair manually to see this?

I have succeeded in establishing wheel alignment of two TOYOTA automobiles yesterday, though I was afraid of severe tasks for the purposes, a little efforts were enough to overcome them.

As I imagined, Altezza had minus thrust angle and toe out setting to be adjusted as left rear lateral arm shorter 0,40mm, actual measuring and calculations utilizing trigonometric function. I worked in a single attempt for SXE10. Of course some stable and unmovable steering reaction was obtained after that as to make me feel to continue this automobile much longer from now.

As for NCP10 Vits, also had minus thrust angle. At the beginning, rear axle construction with rigid torsion beam designing should make it difficult to be corrected at zero thrust, some idea made it very easy to do that. Just loosening rear right beam axle hinge bolt, side brake on and motor on with sift position o Drive, under this condition re-tightened the bolt. The trailing arm hinge bush would be fixed in 1G condition avoiding any stress while an automobile stands still on the ground and the compliance bush embedded in the trailing arm hinge portion should be positioned at the highest relation with the supporting bracket. So supported the body weight with the lever action of trailing arm design as a matter of fact. On the other hand, the compliance bush would be fixed in the most posterior position under the condition that stress by frontal wheels was born, to be precise, rearward and upward. As the result, the torsion beam axle would be twisted toward clockwise with this method.

The backlash clearance is smaller than 1mm at all, but this value is enough to perform physical change of thrust angle.
Marking on the steering column is a good indication to know an individual habit, the rate of resistance felt on the steering wheel and the position while straight running. This method has enough accuracy to observe the error of thrust angle of 4 wheel vehicles. It's very often the case that two steering wheel positions are observed while straight running if the driven automobile has thrust angle, the range is broader, the error is more ugly. This two positions steering phenomena is caused by the offsetting effect of self steering action of frontal axle constructive design, caster, SAI and scrub. And the rate and balance of the action changes regarding on the road shifting back and forth, start and stop, hill climb and down. Consequently, I regard "Zero Thrust" when the steering centric discrepancy disappeared.

Old Lieca Elmar 90/4 lens has been set in Minolta MC Rokkor 50/1,4 barrel to obtain the more performance on an automatic accurate exposure SLR body, New X-700 20 years ago, iris control was used on Minolta original construction for the convenience. As we know, X-700 body accepted any modified lenses regardless internal EV measuring meter coupling. Shutter speed was decided controlled by the input signals reflected from the random pattern on the former shutter curtain. The time lug after shooting was just the period of micro processing.
This lens would be modified to adopt on Canon EOS Digital body in the same manner as did. The amber color deviation of this lens would be easily compensated by Photoshop program, because of the production period over 40 years ago while the B&W silver salt age, this kind of disadvantage is inevitable, but with triplet designing would produce some different transparencies, I'm looking forward to see the results on digital format.

I have made up my mind to set up the thrust angle in SXE10 TOYOTA Altezza today. As the frontal constructive geometry and wheel alignment are already set up last time, so I can concentrate myself into a critical establishment of the rear axle construction today.
Tire air pressure would be raised up to 3kg/cm2 in order to avoid the influences because of tire spotting distortion while measuring and adjusting.
Put the same weight 70kg as a driver on driver's seat to reproduce some actual driving phase.
Setback measurement to ascertain the set up accuracy.
Wheelbase measurement to do the same as Setback.
Understanding of the current situation of 3 dimensional rear rear wheel inclination, camber, total toe(probably minus value), and it's direction(thrust angle).
Especially, camber values would be set at the standardized one, 58 minutes following to manufacturer's instruction evenly on both sides.
Stable and comfortable driving would be obtained after the interesting work today, as done on VW 1302 Super Beetle the other day.
The same kind of scaling and adjustment would be continued on NCP10 TOYOTA Vitz if my alertness and stamina would be remained after Altezza.