JP2002274130A - Phase matching assembly method of tire and wheel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simply conform static balance and dynamic balance of a tire wheel assembly. SOLUTION: This assembly method makes a couple moment MA of the tire wheel assembly 1 approach zero under a condition where respective static unbalanced quantities TSWS of a tire 2 and a wheel 3 are measured, respective centrifugal force TDU, WDU, WPU and couple moments MT, MW are found and static unbalanced quantity AS at the time of assembling the tire 2 on the wheel 3 is within a specified range.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an assembling method for assembling a tire and a wheel in phase.

[0002]

2. Description of the Related Art Wheels (tire wheel assemblies) of automobiles and the like need to balance tires and wheels in an assembled state. This balance includes static balance, which is the weight balance of the tire wheel assembly when it is not rotating, and dynamic balance, which is the balance of the force generated when it is rotating, and this static balance and dynamic balance are not balanced, that is, If there is a static imbalance or a dynamic imbalance, it causes vibration during traveling.

For this reason, tires and wheels are conventionally assembled so as to cancel static imbalance and dynamic imbalance. As a method for assembling such a tire and a wheel, there is a method described in Japanese Patent Application Laid-Open No. 2000-19050. The method of assembling the tire and the wheel includes, first, a radial force variation (RFV) and a dynamic imbalance, which are high strength parts in the radial direction of the tire, and a radial runout (RRO) having the smallest diameter in the circumferential direction of the wheel. And measure dynamic imbalance. Then, RFV and dynamic imbalance in the assembled state are derived based on these pieces of information. Furthermore, while changing the mounting phase of the tire and the wheel by a predetermined angle, the mounting position (phase angle) of the tire and the wheel that optimizes the RFV and the couple of the tire and wheel assembly is obtained. Assemble the tires and wheels. Then, a weight for correcting the balance is attached to the assembled tire hole assembly to adjust the final balance.

[0004]

However, the tire and the wheel sometimes have a weight distribution in the thickness direction (the axle direction) of the tire and the wheel, and the RFV is optimized in such a method of assembling the tire and the wheel. In some cases, the static balance of the tire / wheel assembly could not be achieved. Further, it is difficult to optimize both the RFV and the dynamic balance, and it is necessary to perform correction by a weight and complicated calculations a plurality of times, and a simple mounting method capable of satisfying both the static balance and the dynamic balance. The development of was desired. Accordingly, it is an object of the present invention to easily match the static and dynamic balance of a tire wheel assembly.

[0005]

The invention according to claim 1 of the present invention for solving the above-mentioned problems is a method of assembling the tire by assembling the phase around the rotation axis when assembling the tire to the wheel. Measuring the static unbalance amount of the tire and the wheel, calculating the centrifugal force and the couple moment based on the static unbalance amount of the tire, and calculating the centrifugal force and the couple moment based on the static imbalance amount of the wheel And calculating the static unbalance amount and couple moment of the tire-wheel assembly when the tire is assembled to the wheel, and fixing the static unbalance amount of the tire-wheel assembly within a predetermined range,
Obtaining a phase of assembling the tire and the wheel that minimizes the couple moment of the tire-wheel assembly.
When the tires and holes are assembled in this way, the amount of static imbalance is kept to a minimum and the amount of dynamic imbalance is reduced. Vibration can be suppressed.

According to a second aspect of the present invention, in the method for assembling a tire and a wheel according to the first aspect, the centrifugal force acting on the wheel, the centrifugal force acting on the tire, and the rotation If the axes are not coplanar,
A step of calculating a centrifugal force of the wheel or a component of the centrifugal force of the tire on a plane, and a step of setting a couple moment calculated using the component on the plane as a couple moment of the tire or the wheel. Is characterized by the following. When the tires and holes are assembled in this way, the distribution of the heavy and light points of the tires and wheels differs, and even if the distribution of centrifugal force generated due to this is different, the optimal assembly is performed. The angle (phase) can be obtained.

[0007] Further, the invention according to claim 3 of the present invention provides:
An assembling method for assembling the tires with the phases around the rotation axis when assembling the tires, wherein a step of measuring a static unbalance amount between the tire and the wheel, and a centrifugal force based on the static unbalance amount of the tire and Calculating the centrifugal force and the couple moment based on the couple moment and the amount of static imbalance of the wheel; and the couple of the tire-wheel assembly when the tire is mounted on the wheel to minimize the static imbalance. Calculating the moment, calculating the assembly phase that minimizes the couple moment of the tire-wheel assembly by shifting the assembly phase between the wheel and the tire, and measuring the static imbalance of the tire-wheel assembly in the assembly phase. And a step. According to this method, a well-balanced tire-wheel assembly can be easily manufactured without changing the tire-wheel assembly phase by a predetermined angle at a predetermined angle and performing complicated calculations many times. .

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a perspective view of a tire-wheel assembly assembled by the assembly method of the present embodiment, and FIGS. 2A and 2B are a front view and a side sectional view of the tire, and FIG. a) and FIG.
(B) is the front view and side sectional drawing of a wheel. As shown in FIG. 1, the tire wheel assembly 1 includes a tire 2 and a wheel 3, and the wheel 3 includes a disk 4 that receives a driving force of an axle (not shown) and a rim 5 on which the tire 2 is fitted on the outer periphery. . For the sake of understanding the following description, the rotation center axis of the tire wheel assembly 1 is H, and the axis perpendicular to the rotation center axis H is V.

The disk 4 has a bolt insertion hole 6 through which a bolt is inserted when being fixed to an axle, a ventilation hole 7 for cooling a brake located inside the wheel 3, and a center for centering the wheel 1. A center hole 8 is provided. As shown in FIG. 3B, the rim 5 has an inner peripheral surface 5a on the outer peripheral edge 4 of the disk 4.
a is welded. Further, a rim flange 5b on which the tire 2 is fitted is provided on the outer peripheral surface of the rim 5.

Next, a method of assembling the tire wheel assembly 1 will be described with reference to FIGS. 2 (a), 2 (b), 3 (a),
This will be described with reference to (b) and the flowchart of FIG.
One of the features of the assembling method of this embodiment is that the couple moments M _T and M _{W of the} tire 2 and the wheel 3 are maintained while maintaining the static imbalance in an optimum state or a state close to the optimum state. Taking into account the magnitude of, the phase around the H axis, and the orientation around an axis (eg, V axis) orthogonal to the H axis,
The purpose is to reduce the couple moment M _A of the tire wheel assembly 1 as a whole. First, step S in FIG.
In step 1, the static unbalance amount T _S of the tire 2 before assembly is measured, and in step S2, the static unbalance amount W _S of the wheel 3 before assembly is measured. Note that the order of step S1 and step S2 does not matter. Further, in step S3, based on these values T _S and W _S ,
The processing device is a centrifugal force T _DU and couple moment M _{T of} the tire 2, a centrifugal force W _DU and couple moment M _{W of the} wheel 3.
Is calculated.

The centrifugal force T _DU of the tire 2 is a value obtained from the static unbalance amount T _S , the radius r _T of the tire, and the angular velocity ω when the tire 2 rotates. As shown in FIGS. 2A and 2B, it is assumed that the static imbalance amount T _S in the tire 2 is distributed in an upper portion (T _SI ) inside and a lower portion (T _SO ) outside the tire 2. In this case, the centrifugal force T _DU of the tire 2 is _divided into an upward force T _DU-O and a downward force T _DU-I
Becomes Here, T _DU-O and T _DU-I have different directions but the same magnitude. Further, couple moment M _T of the tire 2, since the vector product of the centrifugal force _{T DU (= T DU-I} = T DU-O) and the width D _T of the tire 2, shown in FIG. 2 (b) Thus, clockwise becomes T _DU × D _T.

On the other hand, the centrifugal force W of the wheel 3_DUIs a static
Imbalance amount W_SAnd wheel radius r_WAnd Hui
This is a value obtained from the angular velocity ω of the rule 3. For wheel 3
Static imbalance amount W_SIs shown in FIGS. 3 (a) and 3 (b).
As shown, the lower portion (W_SI) And outside
Top (W_SO), If
3 centrifugal force W_DUIs the upward force W_DU-OAnd downward
Force W _DU-IBecomes Where W_DU-OAnd W_DU-IHas a different orientation
But the magnitude is equal. Wheel 3
Couple moment M of_WIs the centrifugal force W_DU(= W_DU-I= W_D
UO) And width D of wheel 3_WIs the vector product of
As shown in FIG._DU× D_TTona
You.

The static unbalance amount T of the tire 2
_S and the static imbalance amount W _{S of the} wheel 3 have a phase (θ = 0) that cancels out in the H-axis direction.
The tire 2 having the phases shown in FIGS. 2A and 2B and FIG.
Assuming the tire-wheel assembly 1 in which the wheels 3 having the phases shown in FIGS.
In calculating the static unbalance amount A _S and couple moment M _A as a whole of the tire wheel assembly 1. Then the static unbalance amount A _S is the reference value in step S5, it is determined whether or not for example be within 10g. Static imbalance weight A _S is desirably a zero, if 10g or less, the vibration is because little or no occurrence, does not adversely affect the driving characteristics of the vehicle even if it occurs. Here, it is assumed that the tire 2 and the wheel 3 are assembled in a phase that cancels out the static unbalance amount T _S of the tire 2 and the static unbalance amount W _{S of the} wheel 3 in step S4. Therefore, the static imbalance amount _AS is zero and within the reference value (Yes), and the process proceeds to step S5. It will be described later if the static unbalance amount A _S is larger than the reference value.

In step S6, it is determined whether or not the overall couple moment M _{A of the} tire wheel assembly 1 is equal to or less than a predetermined reference value, for example, 4 kg · m. Most preferably, the couple moment M _A is zero, but if it is 4 Kg · m or less, vibration hardly occurs, or even if it occurs, it does not adversely affect the running characteristics of the vehicle. Here, the tire 2 and the wheel 3 are shown in FIG.
(B) and the moment of couple M of the tire 2 when assembled in a balanced state as shown in FIG.
And _T, couple moment M _W of the wheel 3, since its orientation is reversed, decreases so canceled, as a result, if the couple moment M _A is within the reference value (YE
In S), the process proceeds to step S7, and the tire 2 and the wheel 3 are actually fitted in this phase to assemble the tire-wheel assembly 1.

On the other hand, if the couple moment M _A becomes larger than the reference value in step S6 (NO), the process proceeds to step S8, where a correction value α is added to the assembly phase θ. In the correction in step S8, the tire 2 is fixed, the assembly phase of the wheel 2 is increased by α, and thereafter θ + α is used as a new θ. The value of α may be a small angle such as 5 ° or 10 °, or a large angle such as 90 ° or 180 °.
It can take any value. FIG. 5 shows a modification example of the assembly phase. The assembly phase at this time is about 20 °. In addition,
The value of the assembly phase θ is selected from the viewpoint of the efficiency of the correction operation by adopting a large angle such as 90 ° or 180 ° when the couple moment M _A is significantly different from the reference value, _When the difference between _A and the reference value is small, 5
It is desirable to take a small angle such as ° or 10 °. In particular, a couple moment M _T of the tire 2, when the direction of the couple moment M _W of the wheel 3 are the same, the phase angle 1
When shifted by 80 °, the couple moment M _A of the tire and wheel assembly 1 can be reduced.

In step S9, as shown in FIG.
Tire assembly 1 assembled with such phase θ
Centrifugal force W of wheel 3 assuming_DUAnd couple
Comment M_WIs calculated. That is, the phase θ shown in FIG.
By taking it, the static unbalance amount T of the tire 2_SAnd Hui
Unbalance amount W_SAnd tire wheel assembly
Since the center C of the assembly 1 is not distributed on the same plane,
Static imbalance amount W of rule 3_SCentrifugal force W_DU(Figure
W in 4_DU-OW) which is a component on axis V_DU-O′
And the centrifugal force component W_DU-O'In step S4
Couple moment M _AIs calculated. Then, step S4
And the centrifugal force component W_DU-O'When using tires
Static imbalance amount A of wheel assembly 1_Sand
Couple moment M_AIs calculated.

In this case, the tire wheel assembly 1
Static unbalance amount A _S as so to be non-zero is assumed, the static unbalance amount A _S in step S5
And if the static imbalance amount is larger than the reference value, the process is temporarily terminated, and the combination of the tire 2 and the wheel 3 is changed, or the balance weight is applied to the wheel 3 and the like. The process from step S1 of No. 4 is performed again. Then, when the static imbalance amount _AS is within the reference value (Yes in step S5) and the couple moment M _A is also within the reference value (Yes in step S6).
In step s), the process proceeds to step S7, and the tire 2 and the wheel 3 are fitted at this phase θ. However, in step S6, when the couple moment M _A is not within the reference value even if it has the phase θ (No), another phase θ ′ is defined in step S8, and the process returns to step S3. The processing (steps S4 to S6, S8, S9) is repeated.

As described above, by determining the assembling phase of the tire 2 and the wheel 3 in consideration of the tire-wheel couple moment M _A in the present embodiment, the tire 2 and the wheel 3 are respectively provided in the circumferential direction and in the circumferential direction. Even if there is an imbalance in the width direction, the balance can be adjusted easily and accurately. In particular, by mainly determining the static imbalance amount A _S of the tire wheel assembly 1 and determining the phase θ based on the couple moment M _A , the vibration due to the static imbalance A _S can be reliably prevented. Also, vibrations that cannot be eliminated only by static balance can be effectively reduced.

Next, a second embodiment of the present invention will be described. The description of the same components as those in the first embodiment will be omitted. In the present embodiment, the tire wheel assembly 1 is assembled according to the procedure shown in the flowchart of FIG. First, in steps S11 and S12, the static unbalance amount Ts of the tire 2 and the static unbalance amount Ws of the wheel 3 are measured. In step S13, the centrifugal forces T _DU and W _DU of the tire 2 and the wheel 3 respectively. , as well as, to calculate the couple moment M _T, M _W. Note that the order of step S11 and step S12 does not matter, as in the first embodiment.

Then, the static unbalance amount T of the tire 2
Static imbalance A _S of the tire wheel assembly 1 as a whole when _S is assembled with an assembly phase (θ = 0) that cancels the static imbalance W _S of the wheel 3.
And the couple moment M _A are calculated in step S14.

Here, if the couple moment M _A of the tire-wheel assembly 1 is within the reference value in step S15 (Yes), the tire 2 is actually assembled to the wheel 3 in this assembly phase in step S16. The reference value of the couple moment M _A is the same as that of the first embodiment, and the description thereof is omitted. On the other hand, if the reference value outside (No), at step S17, by changing the assembly phase of the tire 2 and wheel 3, calculates the assembly phase couple moment M _A is the reference value.

[0022] Then, it is determined whether the static unbalance amount A _S of the tire wheel assembly 1 when assembled in assembly phase calculated in step S17 is within the reference value in step S18. If the static imbalance amount _AS is within the reference value (Yes), the process proceeds to step S16, and the tire 2 is actually assembled to the wheel 3 at this assembly phase. However, the static unbalance amount A _S is larger than the reference value (No), the process ends, the tire 2 and wheel 3
Is changed or the balance weight is attached to the wheel 3, and then the above processing is performed again.

In the present embodiment, the tire wheel assembly 1 which is balanced by calculating the couple moment M _A of the tire wheel assembly 1 at most twice, that is, hardly generates vibration during rotation, is manufactured. Becomes possible.

The present invention is not limited to the above embodiments, but can be widely applied. For example, in the above embodiment, the static imbalance amount T _S ,
W centrifugal force caused by _S T _DU, is dealt with W _DU as the couple, for example, in the case of such size and position of the T _{DU -I} and T _DU-O of the tire 2 are different, the center C around individually _{moment, T DU-I × L W} (L W: distance from the center C to the outer periphery of the tire _{2), T DU-O ×} L W of seeking, the moment M of the tire 2 with the sum of these values _T and the moment M _A of the tire wheel assembly may be obtained. In the case of such size and position of the _WDU-I and W _{DU -O} wheels 3 are different, moment about the individual in the center C, T _{DU -I} × L
_T (L _T: distance from the center C to the outer periphery of the wheel 3), T
_DU-O × L is calculated, and the wheel 3
Of and the moment M _W, may be obtained moment M _A of the tire wheel assembly 1.

[0025]

The present invention is configured as described above.
Since the amount of static imbalance is kept to a minimum and the amount of dynamic imbalance is reduced, vibrations during rotation of the tire and wheel assembly can be suppressed by a simple method, and assembling work of the tire and wheel assembly Efficiency can be improved. If the distribution of heavy and light points of tires and wheels is different and they are not on the same plane, determining the optimal assembly angle (phase) using predetermined components will simplify the dynamic imbalance of the tire-wheel assembly. , The work efficiency can be further improved.

[Brief description of the drawings]

FIG. 1 is a perspective view of a tire wheel assembly assembled by an assembly method according to an embodiment.

FIG. 2 is (a) a front view and (b) a side sectional view of a tire.

3A is a front view of the wheel, and FIG. 3B is a side sectional view of the wheel.

FIG. 4 is a flowchart illustrating a procedure of an assembling method according to the embodiment of the present invention.

FIG. 5 is a flowchart illustrating a procedure of an assembling method according to the embodiment of the present invention;

FIG. 6 is a diagram showing a case where the phases of the centrifugal force acting on each of the tire and the wheel are different from the center.

[Explanation of symbols]

1 tire wheel assembly 2 Tire 3 wheel 4 disk 5 Rim T _S, W _S, A _S static unbalance amount T _DU, W _DU centrifugal force M _T, M _W, M _A couple moments

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Mikio Kashii 1-4-1 Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Shiro Sato 1-4-1-1 Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor Shinichi Watanabe 1-4-1 Chuo, Wako-shi, Saitama

Claims (3)

[Claims] 1. An assembling method for assembling a tire to a wheel by adjusting a phase around a rotation axis, wherein a step of measuring a static unbalance amount between the tire and the wheel; Calculating a centrifugal force and a couple moment based on the unbalance amount and a centrifugal force and a couple moment based on the static imbalance amount of the wheel; and statically operating the tire-wheel assembly when the tire is assembled to the wheel. Calculating a static unbalance amount and a couple moment; and fixing the static unbalance amount of the tire wheel assembly within a predetermined range, and then minimizing the couple moment of the tire wheel assembly. Obtaining the assembly phase of the wheel. Method. 2. The centrifugal force acting on the wheel and the centrifugal force acting on the tire, and the centrifugal force of the wheel or the plane of centrifugal force of the tire when the rotation axis is not on the same plane. The tire according to claim 1, further comprising: calculating an upper component; and using a couple moment calculated using the component on the plane as the couple moment of the tire or the wheel. And wheel alignment assembly method. 3. An assembling method for assembling a tire to a wheel by adjusting a phase around a rotation axis, wherein a step of measuring a static unbalance amount between the tire and the wheel; Calculating a centrifugal force and a couple moment based on the unbalance amount and a centrifugal force and a couple moment based on the static unbalance amount of the wheel; and the static imbalance of the tire on the wheel is minimized. Calculating the couple moment of the tire-wheel assembly when assembled, calculating the assembly phase to minimize the couple moment of the tire-wheel assembly by shifting the assembly phase between the wheel and the tire, Measuring the static imbalance of the tire-wheel assembly in the assembly phase. The alignment assembly method of the wheel.