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2017-05-05T13:11:44Z

ステアリングとサスペンションのメカニズム

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2008年5月4日 (日) 03:31 における dankitk による編集

2008-05-04T03:31:37Z

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== Mechanics of Steering and Suspension ==
=== Steering Geometry ===
“Front-end alignment” refers to the relationship between the wheels of the vehicle and its suspension and steering. These relationships are calculated using angles known as steering geometry. These angles are camber, caster, kingpin inclination; The following paragraphs cover the definitions of these angles and their effects.

=== Camber Angle ===
[[image:Camber.gif|thumb|Camber Angle]]
As viewed from the front of the vehicle, the camber angle is the degree to which the wheel tilts inward or outward It is measured in degrees and changes with the load of the vehicle and suspension movement. Positive camber is the outward tilt of the top of the wheel, and negative camber is the inward tilt. It is shown by a line drawn through the centre of the wheel and a second line drawn straight up and down. They should intersect where the tyre meets the road. Camber is a directional control angle and a tyre wearing angle. Originally, roads were built with high crowns; that is, they were high in the middle and sloped downward to the sides. A large amount of positive wheel camber was needed for the tyre to contact the road squarely. If the tyre does not set squarely on the road, it will wear on one side and will not get a good grip for positive steering control. Modern roads, however, are made flat with very little crown, so less camber is needed for this reason. Even with flat roads, some camber is generally desirable, because it moves the point of contact between the tyre and the road more directly under and closer to, the steering knuckle pivot. This makes the wheels easier to pivot and reduces the amount of road shock sent to the vehicle suspension and steering linkage when the wheels hit bumps. It also places most of the load on the larger inner wheel bearing. To avoid some bad effects, the amount of camber must be carefully considered when a vehicle is designed. If you have ever rolled a tyre by hand, you soon learned that you did not have to turn the tyre in order to turn a corner. All you had to do was tilt (camber) the tyre to one side, and it rolled around the corner like a cone. Figure below shows us “positive camber” At the left you can see the vertical centreline of the car, The wheel leans out a few degrees from the vertical centreline of the wheel. If the wheel leans inward from the vertical it’s called “Negative camber”.

Positive camber compensates for the weight of the car. When the car begins to move forward, the weight of the vehicle pulls the wheels into perfect vertical position. If you adjust the alignment with negative camber the wheels would be pulled in even further towards the vehicle.

=== Caster Angle ===
When viewed from the side of the wheel, the caster angle is the degree to which the kingpin or ball joint tilts forward or rearward in relation to the frame Like the camber angle, the caster angle is also measured in degrees. It is shown by a line drawn straight up and down, as in the figure and then a second line drawn through the centre of the kingpin or pivot points.
The caster angle is the angle formed at the point where the two lines cross, as viewed from the side of the vehicle. A good example of caster is a bicycle. The fork is tilted backward at the top. A straight line drawn down through the front-wheel pivot or kingpin would strike the ground ahead of the point where the tyre contacts the road. A wheel mounted in this fashion is said to have positive (+) caster or “just” caster. If the top of the kingpin is tilted forward so that a straight line drawn through it hits behind the point where the tyre contacts the ground, the wheel is said to have negative (–) caster. On a vehicle with axle suspension, caster is obtained by the axle being mounted so that the top of the steering knuckle or kingpin is tilted to the rear. On a vehicle with independent suspension, the upper pivot point (ball joint) is set to the rear of the lower pivot point. Caster is a directional control angle, but not a tyre wearing angle. Positive caster causes the vehicle to steer in the direction in which it is moving. This is called an automatic steering effect; for instance, the forward momentum of a vehicle tends to keep wheels with positive caster in the straight-ahead position. After rounding a turn, this causes the wheels to return to a straight-ahead position when the driver releases the steering wheel. This automatic steering effect is also called self-righting or self-centring action. Positive caster makes the turning of the steering wheel more difficult, whereas negative caster turns more easily, but will cause the vehicle to wander. Caster is the tilting of the front steering axis either forward or backward from vertical as viewed from the side of the car see below.

When the axis is tilted backwards from vertical, caster is said to be positive. Positive caster creates a trailing action on front wheels. When the axis is tilted forward, caster is negative, causing a leading action on front wheels.

=== Steering Axis Inclination ===
This is the geometric relationship between the Ball Joints and the wheel. Note: The lower ball joint is farther out from the centreline of the car than the upper ball joint.

By drawing an imaginary line between the ball joints and measuring the angle this makes with the true centreline of the wheel, you can determine the angle of steering inclination or the angle the ball joints incline away from centre. The angle of the inclination provides a number of benefits to steering. It increases tyre life, When turning a corner it increases the rate of recovery... When the car is moving forward it makes the steering more stable, but increases the effort required to move the steering wheel.

Tracking: The greatest effect steering axis inclination has on the car is tracking. This is the tendency for the car to go where the front is pointed. This is the result of what happens when the steering knuckle moves. Because of the angle of inclination, when the steering knuckle turns, it tends to lift the car.

The weight of the car forces the axle (Steering knuckle) downward or back into a straight or horizontal angle. This pulls the wheel / tyre back into a line with the body of the car. The car continues the same way it was going.

=== Shock Absorbers ===
A bit of background information to help you understand what it does.

Although not a spring in itself, shockies are an integral part of the spring action, damping the actions of the actual spring, shock absorbers are exactly that, they are devices designed to absorb the shock or bounce generated by bumps. They reduce the action and reactions to fewer contractions and expansions of the coil. This helps to prevent the car from “floating” or the bouncing motion after it hits a bump.

If we have no shock absorbers attached to each wheel to control the compression and expansion of the coil spring, the spring would keep bouncing up and down like a rubber ball till all the energy had been dissipated. A shock absorber is filled with fluid or gas, a plunger connected to the top of the shock, is forced down when the spring compresses.

Through a series of valves, the fluid in front of the plunger is forced into side chambers, slowing or damping, the return of the spring.

Its this alternating up and down motion of the plunger that provides the required damping effect.

=== Springs ===
There are 4 basic types of spring systems used in modern cars:

* Coil
* Torsion bar
* Air springs
* Leaf

I will only discuss coil type here as I think that is the most likely type modelled in LFS. Briefly, coil springs have been around for a long time and are the most common type of spring used today, usually prevalent in rear suspension systems.

Coil springs are specially made from spring steel and heat treated to temper or add spring and strength to them. They are fitted between the frame of the car and a bracket or recess on the suspension member or part of the axle. Front wheel drive cutaway showing the coil spring supports and bump stops and other parts.

=== Stabilizer Bars ===
Or sway bars as we sometimes call them are not really springs but act as though they were springs. And help in controlling spring action. Confused? Lets look at the diagram and the explanation in more detail.

Sway bars reduce body roll on cornering, perhaps it’s best to describe them as a kind of torsion bar. They reduce some of the twisting action of the frame.

When the car moves down the road with the frame level, the stabilizer bar is at rest. When one side of the frame of the car rises up, like when it hits a bump, the opposite side of the frame rises also.

This movement is counteracted by the stabilizer bar.

The lifting force on one side cause the stabilizer to twist like a torsion bar, creating a downward force at the opposite side. This helps to keep the frame level.

Okay, some of the above is confusing and misleading, I don't want to completely remove it though, so I'll just make my own explanation of how I understand a stabilizer bar to work.

A stabilizer bar is a torsion bar (spring) which transfers load from one side of the vehicle to the other. For example, on entering a left-hand corner, the car will lean to the right and compress the spring on the right of the vehicle. The stabilizer bar is lifted on the right-hand side, and transfers some of this lift (depending on its stiffness) to the left-hand spring, compressing it, which acts to reduce the amount of body-roll.

When travelling in a straight line, a stabilizer bar is actually useless, as a bump that only one wheel hits will transfer to the other side as well, which isn't really helpful. However, when travelling in a straight line, handling isn't a problem, so it's a small price to pay for better cornering.

=== IFS (Independent Front Suspension) ===
Control Arm or Independent Front Suspension allows the two wheels to move up and down independently of each other the diagram above shows how the wheel can move up and down yet not move the frame allowing the tyre to have a level, full contact area.

This is the most common form of front suspension in modern cars and the method LFS is likely modelled upon. Solid axles are generally used in Vintage and Veteran cars and some larger trucks.

The solid axle as shown in the other diagram behaves in the opposite way. I.E. When a tyre hits a bump the whole axle and the frame will lift up, Tilting the opposite wheel and allowing the tyre to lose some contact with the road surface. McPherson Strut type front suspension is a somewhat different approach using a control arm method.

You will see there is no upper control arm present.

Everything else is there: Spring, shock stabilizer and the torsion rod. Being lighter than a normal approach its ideal for smaller cars. With the heavy duty shock and lighter spring the upper control arm is no longer needed.

== Suspension Types ==
=== MacPherson ===
[[Image:Susp3.gif|MacPherson]]

=== Trailing Arm ===
[[Image:Susp2.gif|Trailing Arm]]

=== Double Wishbone ===
[[Image:Susp1.gif|Double Wishbone]]

{{Guides}}


[[en:Technical Reference]]
[[de:Technische Referenz]]

@@ 14 行 / 14 行 @@
 === キャスター角 ===
-When viewed from the side of the wheel, the caster angle is the degree to which the kingpin or ball joint tilts forward or rearward in relation to the frame Like the camber angle, the caster angle is also measured in degrees. It is shown by a line drawn straight up and down, as in the figure and then a second line drawn through the centre of the kingpin or pivot points.
+車輪の側面から見たとき、キングピンやボールジョイントがフレームに対して前方または後方にどの程度傾いているかを示すのがキャスター角である。キャンバー角と同様に、キャスター角も度数で測定される。図のように上下にまっすぐ引いた線と、キングピンやピボットポイントの中心を通る2本目の線で示されます。
-The caster angle is the angle formed at the point where the two lines cross, as viewed from the side of the vehicle. A good example of caster is a bicycle. The fork is tilted backward at the top. A straight line drawn down through the front-wheel pivot or kingpin would strike the ground ahead of the point where the tyre contacts the road. A wheel mounted in this fashion is said to have positive (+) caster or “just” caster. If the top of the kingpin is tilted forward so that a straight line drawn through it hits behind the point where the tyre contacts the ground, the wheel is said to have negative (–) caster. On a vehicle with axle suspension, caster is obtained by the axle being mounted so that the top of the steering knuckle or kingpin is tilted to the rear. On a vehicle with independent suspension, the upper pivot point (ball joint) is set to the rear of the lower pivot point. Caster is a directional control angle, but not a tyre wearing angle. Positive caster causes the vehicle to steer in the direction in which it is moving. This is called an automatic steering effect; for instance, the forward momentum of a vehicle tends to keep wheels with positive caster in the straight-ahead position. After rounding a turn, this causes the wheels to return to a straight-ahead position when the driver releases the steering wheel. This automatic steering effect is also called self-righting or self-centring action. Positive caster makes the turning of the steering wheel more difficult, whereas negative caster turns more easily, but will cause the vehicle to wander. Caster is the tilting of the front steering axis either forward or backward from vertical as viewed from the side of the car see below.
+キャスター角とは、この2本の線が交差する地点で形成される角度を、車の側面から見たときの角度です。キャスターの例としては、自転車が挙げられる。フォークは上部が後方に傾いている。前輪のピボット（キングピン）を通る直線を引くと、タイヤが路面に接地する地点の前方で地面に突き当たる。このように取り付けられたホイールは、ポジティブ（＋）キャスターまたは「ジャスト」キャスターと呼ばれます。キングピンを通る直線が、タイヤが接地する地点の後方に当たるように、キングピンの上部が前方に傾いている場合、そのホイールはネガティブ（-）キャスターを持つと言われています。車軸懸架車では、ステアリングナックルまたはキングピンの上端が後方に傾くように車軸が取り付けられているため、キャスターが得られます。独立懸架車では、上側のピボットポイント（ボールジョイント）を下側のピボットポイントの後方に設定します。キャスターは方向制御角であり、タイヤ摩耗角ではない。キャスターが正の場合、車両は進行方向に操舵することになる。これは自動操舵効果と呼ばれ、例えば、車両の前進する勢いによって、正のキャスターを持つ車輪は直進状態に保たれる傾向がある。このため、カーブを曲がった後、ドライバーがステアリングを離すと、車輪は直進状態に戻ります。このような自動操舵の効果をセルフライティング、セルフセントリングアクションともいいます。正のキャスターはステアリングを切りにくく、負のキャスターは切りやすいが、ふらつきの原因となる。キャスターとは、車の側面から見て、フロントのステアリング軸が垂直より前方または後方に傾いていることをいいます。
-When the axis is tilted backwards from vertical, caster is said to be positive. Positive caster creates a trailing action on front wheels. When the axis is tilted forward, caster is negative, causing a leading action on front wheels.
+軸が垂直より後方に傾いている場合、キャスターはプラスとなります。正のキャスターは、前輪にトレーリングアクションを発生させます。また、軸が前方に傾いているときは、キャスターが負になり、前輪が前に出る動作となります。
 === ステアリング軸の傾斜 ===
-This is the geometric relationship between the Ball Joints and the wheel. Note: The lower ball joint is farther out from the centreline of the car than the upper ball joint.
+これは、ボールジョイントとホイールの幾何学的な関係です。注: 下側のボール ジョイントは、上側のボール ジョイントよりも車の中心線から外れています。
-By drawing an imaginary line between the ball joints and measuring the angle this makes with the true centreline of the wheel, you can determine the angle of steering inclination or the angle the ball joints incline away from centre. The angle of the inclination provides a number of benefits to steering. It increases tyre life, When turning a corner it increases the rate of recovery... When the car is moving forward it makes the steering more stable, but increases the effort required to move the steering wheel.
+ボールジョイントの間に想像上の線を引き、これがホイールの真の中心線となす角度を測定することによって、ステアリングの傾斜角、またはボールジョイントが中心から離れる方向に傾斜する角度を決定することができます。ステアリングの傾斜角は、ステアリングにさまざまな利点をもたらします。タイヤの寿命を延ばし、コーナリング時の復帰率を高める。車が前進しているときは、ステアリングをより安定させますが、ステアリングホイールを動かすのに必要な力が増えます。
-Tracking: The greatest effect steering axis inclination has on the car is tracking. This is the tendency for the car to go where the front is pointed. This is the result of what happens when the steering knuckle moves. Because of the angle of inclination, when the steering knuckle turns, it tends to lift the car.
+追従性（トラッキング）。ステアリング軸の傾きがクルマに与える最大の影響は、トラッキングです。これは、フロントが向いている方向に車が進む傾向のことです。これは、ステアリング・ナックルが動いたときに起こる結果です。傾斜角があるため、ステアリングナックルが回転すると、車が浮き上がりやすくなります。
-The weight of the car forces the axle (Steering knuckle) downward or back into a straight or horizontal angle. This pulls the wheel / tyre back into a line with the body of the car. The car continues the same way it was going.
+車の重さによって車軸（ステアリングナックル）は下方向へ、または直線や水平方向へ戻ろうとします。これにより、車輪/タイヤが車体と一直線になるように引き戻されます。車は進行方向と同じ方向に進みます。
 === ショックアブソーバー ===
 いくつかの背景となる情報がこれが何なのかを理解する助けとなるでしょう。
-Although not a spring in itself, shockies are an integral part of the spring action, damping the actions of the actual spring, shock absorbers are exactly that, they are devices designed to absorb the shock or bounce generated by bumps. They reduce the action and reactions to fewer contractions and expansions of the coil. This helps to prevent the car from “floating” or the bouncing motion after it hits a bump.
+それ自体はバネではありませんが、ショッキーは実際のバネの作用を減衰させる、不可欠な部分です。ショックアブソーバーはまさにそれであり、彼らはバンプによって発生する衝撃やバウンドを吸収するために設計されたデバイスです。コイルの収縮や膨張を少なくすることで、作用や反作用を抑えているのです。これにより、段差を乗り越えた後のクルマの「浮き上がり」や「跳ね上がり」を抑制することができるのです。
-If we have no shock absorbers attached to each wheel to control the compression and expansion of the coil spring, the spring would keep bouncing up and down like a rubber ball till all the energy had been dissipated. A shock absorber is filled with fluid or gas, a plunger connected to the top of the shock, is forced down when the spring compresses.
+もし、コイルスプリングの圧縮と膨張を制御するショックアブソーバを各車輪に取り付けなければ、スプリングはエネルギーがなくなるまでゴムボールのように上下に跳ね続けることになります。ショックアブソーバーの内部は液体や気体で満たされており、スプリングが圧縮されると、ショックアブソーバーの上部に接続されたプランジャーが押し下げられる。
-Through a series of valves, the fluid in front of the plunger is forced into side chambers, slowing or damping, the return of the spring.
+プランジャーの前にある液体は、一連のバルブを通して側室に押し込まれ、スプリングの戻りを遅くしたり、減衰させたりします。
-Its this alternating up and down motion of the plunger that provides the required damping effect.
+このプランジャーの上下運動を交互に繰り返すことで、必要な減衰効果を得ているのです。
 === スプリング===
@@ 49 行 / 49 行 @@
 ここでは、LFSのモデルに最も近いと思われるコイルスプリングについて解説します。コイルスプリングはとても長い間使われてきたもので、現在最もよく使われる種類のスプリングです。リアサスペンションにも使われるようになってきました。
-Coil springs are specially made from spring steel and heat treated to temper or add spring and strength to them. They are fitted between the frame of the car and a bracket or recess on the suspension member or part of the axle. Front wheel drive cutaway showing the coil spring supports and bump stops and other parts.
+コイルスプリングは、ばね鋼から特別に作られ、熱処理によってばね性と強度を高めています。車のフレームとサスペンションメンバーや車軸の一部にあるブラケットや凹みの間に装着されます。前輪駆動のカットアウェイはコイルスプリングのサポートとバンプストップなどの部品を示す。
 === スタビライザーバー ===
-Or sway bars as we sometimes call them are not really springs but act as though they were springs. And help in controlling spring action. Confused? Lets look at the diagram and the explanation in more detail.
+sway bars と呼ばれるものは、実際にはスプリングではありませんが、スプリングのように作用するものです。そして、バネの働きをコントロールするのに役立ちます。分かりにくいですか？では、図と説明をもう少し詳しく見てみましょう。
-Sway bars reduce body roll on cornering, perhaps it’s best to describe them as a kind of torsion bar. They reduce some of the twisting action of the frame.
+sway bars はコーナリング時のボディのロールを減らすもので、トーションバーの一種と表現するのが一番いいかもしれません。フレームのねじれ作用を軽減するものです。
-When the car moves down the road with the frame level, the stabilizer bar is at rest. When one side of the frame of the car rises up, like when it hits a bump, the opposite side of the frame rises also.
+クルマがフレームを水平にして道路を走っているとき、スタビライザーバー（stabilizer bar）は静止している状態です。段差にぶつかったときなど、片側のフレームが上がると、反対側のフレームも上がります。
-This movement is counteracted by the stabilizer bar.
+スタビライザーバー（stabilizer bar）はこの動きを打ち消します。
-The lifting force on one side cause the stabilizer to twist like a torsion bar, creating a downward force at the opposite side. This helps to keep the frame level.
+片側が持ち上がると、スタビライザーはトーションバーのようにねじれ、反対側には下向きの力が発生します。これにより、フレームを水平に保つことができるのです。
-Okay, some of the above is confusing and misleading, I don't want to completely remove it though, so I'll just make my own explanation of how I understand a stabilizer bar to work.
+さて、上記は分かりにくく誤解を招きそうな部分もありますが、完全に削除するつもりはないので、私が理解したスタビライザーバー（stabilizer bar）の働きを私なりに説明します。
-A stabilizer bar is a torsion bar (spring) which transfers load from one side of the vehicle to the other. For example, on entering a left-hand corner, the car will lean to the right and compress the spring on the right of the vehicle. The stabilizer bar is lifted on the right-hand side, and transfers some of this lift (depending on its stiffness) to the left-hand spring, compressing it, which acts to reduce the amount of body-roll.
+スタビライザーバー（stabilizer bar）は、車の片側から反対側へ荷重を伝えるトーションバー（バネ）です。例えば、左コーナーに入るとき、クルマは右に傾き、クルマの右側にあるバネが圧縮されます。スタビライザーバーは右側が持ち上がり、その持ち上がりの一部を（剛性に応じて）左側のスプリングに伝えて圧縮し、車体のロールを抑える働きをする。
-When travelling in a straight line, a stabilizer bar is actually useless, as a bump that only one wheel hits will transfer to the other side as well, which isn't really helpful. However, when travelling in a straight line, handling isn't a problem, so it's a small price to pay for better cornering.
+直進走行では、片方の車輪だけがぶつかった段差が反対側にも伝わるので、スタビライザーバーは実は役に立たないのです。しかし、直進時のハンドリングは問題ないので、コーナリングを良くするための代償としては小さいものです。
 === IFS (独立フロントサスペンション) ===
-Control Arm or Independent Front Suspension allows the two wheels to move up and down independently of each other the diagram above shows how the wheel can move up and down yet not move the frame allowing the tyre to have a level, full contact area.
+コントロールアームまたは独立したフロントサスペンションは、2つの車輪が互いに独立して上下に動くことができます。上図は、車輪が上下に動いてもフレームが動かず、タイヤが水平に、かつ完全に接地することができる様子を示しています。
-This is the most common form of front suspension in modern cars and the method LFS is likely modelled upon. Solid axles are generally used in Vintage and Veteran cars and some larger trucks.
+現代の車では、この方式が最も一般的なフロントサスペンションで、LFSもこの方式を参考にしています。ソリッドアクスルは、ヴィンテージカーやベテランカー、大型トラックで一般的に使用されています。
-The solid axle as shown in the other diagram behaves in the opposite way. I.E. When a tyre hits a bump the whole axle and the frame will lift up, Tilting the opposite wheel and allowing the tyre to lose some contact with the road surface. McPherson Strut type front suspension is a somewhat different approach using a control arm method.
+ソリッドアクスルは、図に示すように、逆の挙動をします。つまり、タイヤが段差にぶつかると、車軸とフレーム全体が持ち上がり、反対側の車輪が傾き、タイヤが路面との接触を失うのです。マクファーソンストラット式のフロントサスペンションは、コントロールアーム方式を採用しており、やや異なるアプローチです。
-You will see there is no upper control arm present.
+アッパーコントロールアームがないのがわかると思います。
-Everything else is there: Spring, shock stabilizer and the torsion rod. Being lighter than a normal approach its ideal for smaller cars. With the heavy duty shock and lighter spring the upper control arm is no longer needed.
+それ以外の全てのものは: スプリング、ショックスタビライザー、トーションロッドです。通常の方法よりも軽量であるため、小型車に最適です。ヘビーデューティーショックと軽量スプリングにより、アッパーコントロールアームはもはや必要ありません。
 == サスペンション形式 ==

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 前から見たときに、タイヤの上部が外側に傾くようなキャンバー角のことをポジティブキャンバーといいます。反対に、内側に傾くようなキャンバー角のことをネガティブキャンバーといいます。
-It is shown by a line drawn through the centre of the wheel and a second line drawn straight up and down. They should intersect where the tyre meets the road. Camber is a directional control angle and a tyre wearing angle. Originally, roads were built with high crowns; that is, they were high in the middle and sloped downward to the sides. A large amount of positive wheel camber was needed for the tyre to contact the road squarely. If the tyre does not set squarely on the road, it will wear on one side and will not get a good grip for positive steering control. Modern roads, however, are made flat with very little crown, so less camber is needed for this reason. Even with flat roads, some camber is generally desirable, because it moves the point of contact between the tyre and the road more directly under and closer to, the steering knuckle pivot. This makes the wheels easier to pivot and reduces the amount of road shock sent to the vehicle suspension and steering linkage when the wheels hit bumps. It also places most of the load on the larger inner wheel bearing. To avoid some bad effects, the amount of camber must be carefully considered when a vehicle is designed. If you have ever rolled a tyre by hand, you soon learned that you did not have to turn the tyre in order to turn a corner. All you had to do was tilt (camber) the tyre to one side, and it rolled around the corner like a cone. Figure below shows us “positive camber” At the left you can see the vertical centreline of the car, The wheel leans out a few degrees from the vertical centreline of the wheel. If the wheel leans inward from the vertical it’s called “Negative camber”.
+ホイールの中心を通る線と、上下にまっすぐ引いた2本目の線によって示されます。タイヤと路面が接する部分で交差するようにします。キャンバーは方向制御角であり、タイヤ摩耗角でもある。元来、道路は高いクラウン、つまり中央部が高く、側面に向かって下り勾配になるように造られている。そのため、タイヤが路面に正対するためには、大きなキャンバーが必要であった。タイヤが路面に正対していないと、片側が摩耗し、積極的なステアリング操作のためのグリップが得られないからである。しかし、最近の道路はクラウンがほとんどなく平らに作られているので、その分キャンバーが少なくて済む。平坦な道であっても、一般にある程度のキャンバーはあった方がよい。タイヤと路面の接点が、ステアリングナックルピボットの直下により近くなるからである。これにより、車輪が回転しやすくなり、車輪がバンプに当たったときに車両のサスペンションやステアリングリンケージに伝わるロードショックの量を減らすことができます。また、大きなインナーホイールベアリングにほとんどの負荷がかかります。このような悪い影響を避けるために、車両の設計時にはキャンバー量を慎重に検討する必要があります。タイヤを手で転がしたことがある人なら、コーナーを曲がるのにタイヤを曲げなくてもよいことをすぐに理解できるだろう。タイヤを片側に傾ける(キャンバー)だけで、まるで円錐のようにコーナーを曲がっていく。下図は「ポジティブキャンバー」です。左側にクルマの垂直方向の中心線が見えますが、この中心線からホイールが数度傾いています。もし、ホイールが垂直方向から内側に傾いている場合は、「ネガティブキャンバー」と呼ばれます。
-Positive camber compensates for the weight of the car. When the car begins to move forward, the weight of the vehicle pulls the wheels into perfect vertical position. If you adjust the alignment with negative camber the wheels would be pulled in even further towards the vehicle.
+ポジティブキャンバーは、クルマの重さを補うものです。クルマが前進し始めると、クルマの重さでホイールが完全に垂直になるように引っ張られます。もし、ネガティブキャンバーでアライメントを調整すると、車輪はさらに車側に引っ張られることになります。
 === キャスター角 ===

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 == ステアリングとサスペンションのメカニズム ==
 === ステアリングジオメトリ ===
-"フロントアライメント"とは、車輪とサスペンションとステアリングの関係のことを指します。これらの関係ステアリングジオメトリと呼ばれる角度を使って計算されます。この角度には、キャンバー角、キャスター角、キングピン傾斜角があります。このページでは、これらの角度の定義とその働きをカバーします。
+"フロントアライメント"とは、車輪とサスペンションとステアリングの関係のことを指します。これらの関係はステアリングジオメトリと呼ばれる角度を使って計算されます。この角度には、キャンバー角、キャスター角、キングピン傾斜角があります。このページでは、これらの角度の定義とその働きをカバーします。
 === キャンバー角 ===
 [[image:Camber.gif|thumb|キャンバー角]]
-車両を前から見たときに、タイヤが傾いている角度のことをキャンバー角といいます。この角度は車両に積んだ荷物などの重さや、サスペンションの動きによって変化します。前から見たときに、タイヤの上部が外側に傾くようなキャンバー角のことをポジティブキャンバーといいます。反対に、内側に傾くようなキャンバー角のことをネガティブキャンバーといいます。It is shown by a line drawn through the centre of the wheel and a second line drawn straight up and down. They should intersect where the tyre meets the road. Camber is a directional control angle and a tyre wearing angle. Originally, roads were built with high crowns; that is, they were high in the middle and sloped downward to the sides. A large amount of positive wheel camber was needed for the tyre to contact the road squarely. If the tyre does not set squarely on the road, it will wear on one side and will not get a good grip for positive steering control. Modern roads, however, are made flat with very little crown, so less camber is needed for this reason. Even with flat roads, some camber is generally desirable, because it moves the point of contact between the tyre and the road more directly under and closer to, the steering knuckle pivot. This makes the wheels easier to pivot and reduces the amount of road shock sent to the vehicle suspension and steering linkage when the wheels hit bumps. It also places most of the load on the larger inner wheel bearing. To avoid some bad effects, the amount of camber must be carefully considered when a vehicle is designed. If you have ever rolled a tyre by hand, you soon learned that you did not have to turn the tyre in order to turn a corner. All you had to do was tilt (camber) the tyre to one side, and it rolled around the corner like a cone. Figure below shows us “positive camber” At the left you can see the vertical centreline of the car, The wheel leans out a few degrees from the vertical centreline of the wheel. If the wheel leans inward from the vertical it’s called “Negative camber”.
+車両を前から見たときに、タイヤが傾いている角度のことをキャンバー角といいます。この角度は車両に積んだ荷物などの重さや、サスペンションの動きによって変化します。
 Positive camber compensates for the weight of the car. When the car begins to move forward, the weight of the vehicle pulls the wheels into perfect vertical position. If you adjust the alignment with negative camber the wheels would be pulled in even further towards the vehicle.