JP2010185709A - Estimation system of high-speed fv of tire - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve estimate accuracy of high-speed force variation (FV). <P>SOLUTION: This system includes a lubricant application device 3 for applying a lubricant for rim assembly onto a bead part T2 of a vulcanized tire T from a tire manufacture line 2, a uniformity measuring device 4 for measuring low-speed uniformity of the tire T, and an estimation means 5 for estimating high-speed FV of the tire based on data of the measured low-speed uniformity. The lubricant application device 3 includes a tire angle alignment means 10 having a detection sensor 16 for detecting a discrimination mark 6 of a rotating tire T, for stopping rotation of the tire in a tire reference state J wherein the discrimination mark 6 agrees with a rotation reference position P of the tire T determined beforehand. The uniformity measuring device 4 receives the tire in the tire reference state J, and measures the low-speed uniformity by using the rotation reference position P of the tire as a uniformity measuring reference position. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  In the present invention, high speed FV (force variation), for example, high speed RFV (radial force variation), high speed TFV (tangential force variation), etc. are applied to the total number of vulcanized tires conveyed from the tire production line. The present invention relates to a tire high-speed FV estimation system that can be estimated with high accuracy.

  In recent years, in order to suppress vehicle vibrations caused by tires, tire manufacturers have produced uniform tires, especially RFVs that indicate fluctuations in force in the tire radial direction (up and down) when the tire is rotated once. Measurement of TFV or the like indicating fluctuations in force in the front-rear direction is performed.

  The uniformity is roughly classified into a low speed uniformity and a high speed uniformity depending on the rotation speed of the tire at the time of measurement. The low speed uniformity is measured by rotating the tire at a speed at which centrifugal force does not substantially act (at most, it is about 60 rpm and corresponds to about 7 km / h in the case of a passenger car tire). Therefore, the total number of tires can be measured relatively easily using the uniformity measuring device. On the other hand, the high-speed uniformity needs to be measured in a state where the tire is rotated at a speed at which the centrifugal force acts (for example, about 100 to 120 km / h). Measurement also takes a lot of time. Therefore, it is not realistic to measure the high speed uniformity for the total number of tires.

  Conventionally, in order to solve such a problem, a technique for estimating high-speed RFV using low-speed uniformity, for example, an estimation formula using low-speed RFV and static unbalance as parameters has been proposed (for example, the following patent document). 1).

JP 2001-141615 A

In this technique, the low-speed RFV and the static unbalance are regarded as vectors and an estimation formula is set. Therefore, in order to improve estimation accuracy, the phase angle of each parameter to be measured is very important. In particular, in order to further improve the estimation accuracy, the present applicant has proposed in Japanese Patent Application No. 2007-169500 to use an estimation formula including at least low-speed RFV, RRO, LRO, and static unbalance as parameters. In this case, since the number of parameters in the estimation formula increases, the phase angle of each parameter becomes more important for improving the estimation accuracy.

  The present invention has been devised in view of the above-described problems, and the angular position of the tire in the rotational direction is determined by utilizing tire rotation when applying a rim assembly lubricant to the tire bead portion. It is possible to measure each parameter with a constant reference at all times based on the fact that it is aligned with a predetermined reference position and the tire is always put into the uniformity measuring device at a constant angular position. The main object of the present invention is to provide a tire high-speed FV estimation system that can accurately estimate the above.

In order to solve the above-mentioned problem, the invention of claim 1 of the present application is directed to a lubricant for assembling a rim in a bead portion of a tire successively receiving vulcanized tires connected to the tire production line and conveyed from the tire production line. A lubricant applying device for applying the tire, a uniformity measuring device for receiving the tire to which the lubricant is applied and measuring the low speed uniformity of the tire, and a high speed FV of the tire based on the data of the measured low speed uniformity A tire high-speed FV estimation system comprising:
On one side of the vulcanized tire, an identification mark indicating a circumferential molding reference position in the raw tire is attached in advance in the raw tire molding step,
The lubricant application device comprises a receiving conveyor for receiving tires from the tire production line;
Tire rotating means for horizontally rotating the tire on the receiving conveyor section around the tire axis;
An application means having an application brush which can move up and down relatively with respect to the tire and comes into contact with each inner peripheral surface of the upper and lower bead portions of the rotating tire by ascending;
A tire angle alignment means for detecting the identification mark of the rotating tire and stopping the rotation of the tire in a tire reference state where the identification mark coincides with a predetermined rotation reference position of the tire; With
In addition, the uniformity measuring apparatus receives a tire in the tire reference state and measures the low speed uniformity with the rotation reference position of the tire as the uniformity measurement reference position.

  According to a second aspect of the present invention, the estimation means includes a first storage unit that stores an estimation formula for estimating a high-speed FV using the low-speed uniformity as a parameter, and measurement data of the low-speed uniformity measured by the uniformity measurement device. And a calculation unit that calculates and calculates an estimated value of the high-speed FV using the measurement data of the second storage unit and the estimation formula of the first storage unit. It is a feature.

  The invention of claim 3 is characterized in that the low speed uniformity includes at least a low speed FV, an RRO, an LRO, and an unbalance.

  According to a fourth aspect of the present invention, the identification mark is a bar code label.

  In the present invention, an identification mark indicating a molding reference position in the circumferential direction of the raw tire is attached in advance to one side surface of the manufactured vulcanized tire in the raw tire molding step.

  In the green tire molding process, various members constituting the tire (for example, inner liner, carcass, belt layer, band layer, clinch rubber, sidewall rubber, tread rubber, etc.) so that the same type of tire has as much quality as possible. ) Are assembled so that the joint positions in the circumferential direction of the respective members are substantially constant between the tires. Accordingly, by determining the molding reference position of the raw tire, the configuration of each tire can be regarded as substantially the same with reference to the molding reference position. The molding reference position can be arbitrarily selected, for example, the joint position of the inner liner.

  Prior to the introduction of the tire into the uniformity measuring device, a rim assembly lubricant is conventionally applied to the tire bead. In the present invention, the identification mark is detected by the lubricant application device. Angular alignment means having a detection sensor is provided.

  This angular alignment means is used for each tire so that the forming reference position of the tire conveyed in an unspecified direction from the tire manufacturing line is in a tire reference state that matches a predetermined rotation reference position of the tire. The orientation (angle) can be sequentially aligned. Then, by introducing the tire into the uniformity measuring device in this tire reference state, each low speed uniformity can be measured using the forming reference position, which is the rotation reference position of the tire, as the origin. In this way, each low speed uniformity that is a parameter of the estimation formula of the high speed FV can be measured in phase with each other, that is, always with a constant angle reference, so that the high speed FV is estimated with high accuracy. be able to.

  In addition, since the angular alignment is performed by using the tire rotation at the time of applying the lubricant, the configuration of the apparatus is simple and the time for alignment is not required. Even when in-line, the adverse effects on the tire manufacturing process can be eliminated.

It is a top view which shows notionally the case where the estimation system of the high-speed FV of this invention is connected with the tire manufacturing line. It is a top view which shows the state with which the tire was rotatably hold | maintained by the tire support tool. It is sectional drawing which shows the support roller in that time. It is a side view which shows the state in which the tire was thrown into the uniformity measuring apparatus. It is sectional drawing which shows the rim assembly state of a tire. FIG. 2 is a schematic cross-sectional view conceptually illustrating a forming reference position of a green tire. It is a flowchart explaining operation | movement of an estimation system. It is a conceptual diagram which shows the other example of an estimation system.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In FIG. 1, a high-speed FV estimation system 1 according to the present embodiment sequentially receives vulcanized tires T connected to a tire production line 2 and conveyed from the tire production line 2 and lubricates the tire T for assembling a rim. Based on the lubricant application device 3 for applying the agent, the uniformity measuring device 4 for receiving the tire T coated with the lubricant and measuring the low speed uniformity of the tire, and the data of the measured low speed uniformity And estimation means 5 for estimating the high-speed FV of the tire.

  As a result, the high-speed FV is estimated for the total number of vulcanized tires T, and shipping management is performed using the estimated value as one of the criteria for determining whether or not the manufactured tire is acceptable. In this example, a case where a high-speed RFV and / or a high-speed TFV is set as the high-speed FV to be estimated is shown.

  Here, as shown in FIG. 2, an identification mark 6 that indicates a molding reference position Xo in the circumferential direction of the raw tire is provided on one side surface (the upper side surface in this example) of the vulcanized tire T. It is pasted in advance in the molding process. In the raw tire forming process, various members t (for example, inner liner t1, carcass t2, belt layer t3, etc.) constituting the tire are conceptually shown in FIG. 6 so that tires of the same type have the same quality as much as possible. , Band layers, clinch rubber, sidewall rubber, tread rubber, and the like) are assembled so that the joint position j in the circumferential direction of each member t is substantially constant between the tires. Therefore, by defining the molding reference position Xo of the raw tire NT, the internal configuration of each tire can be regarded as substantially the same with reference to the molding reference position Xo. The molding reference position Xo can be arbitrarily selected. In this example, for example, the joint position j of the inner liner t1 is set to the molding reference position Xo.

  As the identification mark 6, a barcode label is employed in this example. The barcode label 6A can identify each tire by a printed barcode, and the identified tire individual information is recorded in the data bank of the tire manufacturing line 2.

  Next, as shown in FIGS. 1 and 2, the lubricant application device 3 includes a receiving conveyor section 7, a tire rotating means 8, a lubricant applying means 9, and a tire angle aligning means 10 (FIG. 3). To show).

Among these, the receiving conveyor unit 7 is a conveyor that is connected to the conveyor 2A of the tire production line 2 so as to be able to transit, and receives the vulcanized tire T conveyed from the conveyor 2A, and The received tire T is thrown into the uniformity measuring device 4 on the downstream side in the transport direction. In this example, the receiving conveyor unit 7 includes a pair of roller conveyors 7a and 7b arranged in parallel with each other at a distance D as shown in FIG. 2, and the tire T is straddled between the roller conveyors 7a and 7b. Hold it. From the conveyor 2A, the tire T is conveyed with its identification mark 6 (barcode label 6A) in an unspecified direction, as in the conventional case.

  The tire rotating means 8 rotates the tire T on the receiving conveyor unit 7 horizontally around the tire axis i. In the present example, the tire rotating means 8 includes a support roller 11a that rises in parallel with the tire shaft core i through the space D and contacts the inner peripheral surface T2S of the bead portion T2, and a support roller 11a within the support roller 11a. Also, in this example, the tire support 11 includes a pair of outer support rollers 11b and 11b that are positioned on the upstream side in the conveyance direction and rise in parallel with the tire axis i and are in contact with the outer peripheral surface of the tread portion T3. The inner support roller 11a is arranged on a center line n extending in the transport direction through the tire axis i, and the outer support rollers 11b and 11b are in symmetrical positions around the center line n. Arranged. Therefore, the tire T can be held rotatably around the tire axis i by supporting the support rollers 11a and 11b at three points.

  In the holding state of the tire T, in this example, one roller conveyor 7a and the other roller conveyor 7b are driven in opposite directions. Thereby, the tire T in the holding state is rotationally driven horizontally around the tire axis i.

  The support roller 11a is pivotally supported via a holder 15 on a lift 12 that can move up and down relative to the tire T (as shown in FIG. 3). When the tire T is received from the transfer conveyor 2A and when it is inserted into the uniformity measuring device 4, the inner support roller 11a is lowered below the transfer surface 7S of the receiving conveyor unit 7 so that the tire T The collision is prevented. The outer support roller 11b is pivotally attached to the other end of the rotating arm 13 whose one end is rotatably supported. When the tire T is received from the transport conveyor 2A, the turning arm 13 turns to the outside of the receiving conveyor unit 7 and waits, thereby preventing the tire T from colliding.

  The lubricant application means 9 has an application brush 14 supported by the lifting platform 12, and the application brush 14 contacts the inner peripheral surface T2S of the bead portion T2 of the rotating tire T at the raised position. Thus, the lubricant can be applied over the entire circumference of the inner peripheral surface T2S. In order to apply the lubricant, the tire T is rotated two to three times. The application brush 14 can be lowered to a position below the conveying surface 7S of the receiving conveyor section 7 as in the case of the support roller 11a. As a result, when the tire T is received from the conveying conveyor 2A, the uniformity measuring device 4 can be used. Collision with the tire T is prevented when being put into the tire.

  The lubricant reduces the frictional resistance when assembling the tire T with the reference rim R for measurement of the uniformity measuring device 4 and prevents damage to the tire T during assembling the rim.

  Further, the angular alignment means 10 has a detection sensor 16 (shown in FIG. 3) that detects the identification mark 6 of the rotating tire T. Then, the angular alignment means 10 detects the identification mark 6 by the detection sensor 16, and the tire T in the tire reference state J where the identification mark 6 coincides with the predetermined rotation reference position P of the tire T. Stop rotating.

  In this example, as the rotation reference position P, a coordinate axis P extending upstream in the transport direction through the tire axis i is set, and the detection sensor 16 is attached on the coordinate axis P. Therefore, the angular alignment means 10 can detect that the identification mark 6 passes the coordinate axis P (rotation reference position of the tire T) with respect to the tire T conveyed in an unspecified direction from the tire manufacturing line 2. In addition, by stopping the rotation of the tire T when the identification mark 6 is detected, each tire T can be sequentially aligned with the tire reference state J.

  As the detection sensor 16, various non-contact sensors such as an optical sensor can be used. On the conveyor 2A, the tire T may be conveyed with the identification mark 6 facing upward or downward. Therefore, in this example, the detection sensor 16 is attached to the upper position and the lower position from the tire T, respectively.

  Further, in the lubricant application device 3, after the application brush 14 and the supporting roller 11a in the lubricant lower than the conveying surface 7S, the roller conveyors 7a and 7b are driven in the forward direction. Thereby, the tire T can be thrown into the uniformity measuring apparatus 4 with the tire reference state J through the transit conveyor 18. 1 is a receiving conveyor of the uniformity measuring device 4 and includes a pair of roller conveyors 4Aa and 4Ab arranged in parallel to each other. The roller conveyors 4Aa and 4Ab can be held as they are.

  Next, as the uniformity measuring device 4, a conventional well-known structure such as a so-called UB machine for measuring the low speed uniformity of the tire T can be adopted. In this example, as shown in FIGS. , A tire support means 20 having a rotatable measurement rim 19, an internal pressure filling means 21 for inflating a specified internal pressure to the tire T mounted on the measurement rim 19, and a low speed uniformity of the inflated tire T. Measuring means 22 for measuring.

  The measurement rim 19 of the tire support means 20 is a split rim, and is formed of an upper half rim 19U that can be divided into upper and lower parts and a lower half rim 19L. The upper half rim 19U is fixed to the lower end of the vertical upper spindle 23U supported rotatably by the spindle holder 25. The rotation angle (including the number of rotations) of the upper spindle 23U can be measured by a known angle sensor 26 such as an encoder. The lower half rim 19L is held at the upper end of the lower spindle 23L that is concentric with the upper spindle 23U and is movable up and down. Accordingly, the lower half rim 19L is lifted together with the lower spindle 23L, and after receiving the tire T held between the roller conveyors 4Aa and 4Ab, it is connected to the upper half rim 19U waiting on the upper side. The tire T can be held between the upper and lower half rims 19U and 19L with high accuracy.

  The internal pressure filling means 21 includes an air flow path 27 that guides high-pressure air from an internal pressure supply means C such as a compressor into the inner cavity of the tire T that is mounted. In this example, the air flow path 27 is connected to the inside of the tire lumen through the center hole of the upper spindle 23U and the concave groove between the upper and lower half rims 19U and 19L.

  The measuring means 22 includes various sensors for measuring the low speed uniformity in the tire T. In this example, the low speed uniformity to be measured includes, for example, low speed FV, RRO, LRO, and unbalance. The angular phase of the tire at the time of measurement is measured by the angle sensor 26. Reference numeral 28 in FIG. 4 is a so-called road wheel that applies a load to the tire T and rotates at a low speed, and can measure the low speed FV by measuring the fluctuation of the tire axial force during the rotation. The load wheel 28 can be horizontally moved so as to be in contact with and away from the tread portion T3 by a well-known ball screw mechanism 30 or the like, and can be moved at a low speed of, for example, a circumferential speed of 10 km / h or less (for example, a rotation speed of about 60 rpm or less). Can be driven to rotate.

  The estimation means 5 includes a first storage unit 5A for storing an estimation formula for estimating a high-speed FV using the measured low-speed uniformity as a parameter, and measurement data of the low-speed uniformity measured by the uniformity measuring device 4 And a calculation unit 5C for calculating an estimated value of the high-speed FV from the measurement data of the second storage unit 5B and the estimation formula of the first storage unit 5A. . The calculation unit 5C has a function of performing order analysis on the low-speed uniformity measurement data to obtain each order component data.

  Below, the case where high-speed RFV is estimated using the data of low-speed RFV of the measured low-speed uniformity, RRO, LRO, and static unbalance is illustrated.

  First, in order to determine an estimation formula for high-speed RFV, low-speed RFV, high-speed RFV, RRO, LRO, and static unbalance are measured by a preliminary survey for a plurality of tires of the same type as the tire T to be estimated. In other words, by analyzing the relationship between the low-speed RFV, high-speed RFV, RRO, LRO and static unbalance measured in the preliminary survey, the estimation formula for the high-speed RFV is converted into the low-speed uniformity low-speed RFV, RRO, LRO and static unbalance. Use to derive.

  Here, RFV is a vector sum of “variation of deflection stiffness on tire circumference” and “variation of RRO × average deflection stiffness”. However, during high speed running, the tension of the belt layer of the tire increases due to centrifugal force. This increases the average flexural rigidity, so that the contribution rate of “variation of RRO” to RFV is increased. Therefore, in order to improve the estimation accuracy of the high-speed RFV, it is necessary to take RRO into consideration.

  In addition, since the contact pressure distribution of the tread portion T3 changes inherent to the tire depending on the traveling speed, the contribution of the both ends T3e of the tread portion T3 and the central portion T3c to the RFV to the RFV also changes. For this reason, in order to further improve the estimation accuracy of the high-speed FV, RRO at the center portion T3c of the tread portion T3 (hereinafter, simply referred to as “RRO center”) and RRO at both ends T3e of the tread portion T3 (hereinafter, “ It is preferable to incorporate both “RRO table” and “RRO back” into the high-speed RFV (or high-speed TFV) estimation formula. Specifically, the “RRO center” means RRO measured at the position of the tire equator Co of the tread portion T3. Further, in each tire, a stencil that represents the production time and the like is vulcanized and formed only on one side of the sidewall portion. Of both ends T3e of the tread portion T3, RRO on the stencil side is provided. Is displayed as “RRO table”, and the RRO on the opposite side is displayed as “RRO back”.

  The “LRO” is a variation (width variation) in the respective tire axial directions of the sidewall portions on both sides. In this example, the LRO measured on the sidewall portion on the stencil side is represented as “LRO table”. Then, “LRO back” is displayed on the opposite side. This LRO is generated by a variation in the length of the carcass cord extending between the bead cores, a variation in the number of driven carcass cords, and / or a joint portion of the carcass ply. In general, at the position corresponding to the concave portion of the measurement waveform of LRO, the tension of the carcass cord is partially increased due to the above-described cause, and conversely, the tension of the convex portion is low. Normally, in the RRO measurement waveform of the tread portion T3, the same phenomenon as described above, that is, the measurement waveform should be concave in the portion where the tension of the carcass cord is high, and conversely, the portion should be convex in the portion where the tension of the carcass cord is low. is there. However, the tread portion T3 is more dominantly influenced by circumferential dimension variations such as tough belt layers and tread rubber, and sufficiently reflects the distribution of the carcass cord tension in the tire circumferential direction. Often not. On the other hand, in the side wall portion, only the soft and thin side wall rubber is disposed outside the carcass cord. Therefore, it is preferable to introduce LRO as a parameter that more directly represents the tension of the carcass cord in order to set the estimation formula.

  Further, when the tire T rotates at a high speed, the tread portion T3 is lifted to the outside in the tire radial direction by centrifugal force. This lifting is not constant on the tire circumference, and is large in a portion where the tension of the carcass cord is low, and is small in a portion where the tension of the carcass cord is large. Therefore, the RRO during high speed running changes from the low speed based on the distribution of the tension of the carcass cord, and the manner of the change shows a strong correlation with the LRO. That is, LRO represents a characteristic representing a change due to the speed of RRO. In this way, the LRO more clearly represents the fluctuation of the tire turning radius during high-speed running that cannot be detected by the low-speed RRO. Therefore, by incorporating the LRO as a parameter of the estimation equation, a more accurate high-speed RFV can be estimated.

  In addition, the static unbalance causes a new diameter variation in the tire due to centrifugal force during high-speed rotation, thereby generating a new RFV different from that during low-speed rotation during high-speed rotation. Therefore, it is possible to estimate the high-speed RFV more accurately by taking the static unbalance as a parameter of the estimation equation.

  In order to improve the reliability of data, the above-described measurement is desirably performed on at least 10 tires of the same type, more preferably 50 or more, and even more preferably about 100.

Next, an estimation formula is set using the previous data obtained by the previous survey as a parameter. In this example, as shown in the following formula (1), the high-speed RFV is estimated based on the sum of the vector quantities obtained by multiplying the above parameters by a coefficient.
High-speed RFV (n-order) = A1 · Low-speed RFV (n-order) + B1 · RRO center (n-order) + C1 · RRO table (n-order) + D1 · RRO back (n-order) + E1 · LRO table (n-order) + F1 · LRO Back (n-order) + G1, static balance (primary) + bias (1)

Similarly, the high-speed TFV is also estimated by the following equation (2), which is composed of the sum of vector quantities obtained by multiplying the above parameters by a coefficient.
High-speed TFV (n-order) = A2 · Low-speed RFV (n-order) + B2 · RRO center (n-order) + C2 · RRO table (n-order) + D2 · RRO back (n-order) + E2 · LRO table (n-order) + F2 · LRO Back (n-order) + G2, static balance (primary) + bias (2)

  In the above estimation equations (1) and (2), “n” in parentheses indicates the order. For example, when estimating a first-order high-speed RFV, 1 is substituted for n. Also, the symbols A1, A2, B1, B2, C1, C2, D1, D2, E1, E2, F1, F2, G1 and G2 are all coefficients, and all are vector quantities having magnitude and phase angle. (Transfer function). However, since the static unbalance is a first-order vector, this term is omitted when estimating a second-order or higher-speed fast RFV (or fast TFV). The bias is a vector for compensating for a measurement error.

  Each coefficient is determined by performing multiple regression analysis so that the difference {Σ | Xmi−Xpi |} between the measured vector quantity Xmi of the high-speed RFV and the vector quantity Xpi of the estimated value of the high-speed RFV is minimized. (I is the sampling number).

  The estimation equations (1) and (2) that define these coefficients are stored in advance in the first storage unit 5A of the estimation means 5. In this example, the parameters necessary for estimating the high-speed RFV for the tire T of the above-mentioned type whose high-speed RFV is unknown, that is, in this example, the low-speed RFV, the RRO center, the RRO table, the RRO back, the LRO front, the LRO back, and the static The unbalance is sequentially measured by the uniformity measuring device 4, and each measurement data is stored in the second storage unit 5B. Then, the calculation unit 5C calculates and obtains an estimated value of the high-speed RFV using the measurement data in the second storage unit 5B and the estimation formula stored in advance in the first storage unit 5A. . Based on the estimated value obtained, shipment sorting of the manufactured tire is performed. Various methods can be adopted for the selection. For example, a 95% confidence interval of the estimation accuracy is set from the correlation line between the measured value and the estimated value of the high-speed RFV, and shipping selection is performed using the lower limit value as a threshold value. You can also. The same applies to the case of high-speed TFV.

  As described above, in this example, in order to estimate the high-speed RFV (or high-speed TFV) of the tire, not only low-speed RFV and static unbalance, but also RRO at the center of the tread portion and RRO at both ends of the tread portion. In addition, LRO of both side wall portions is included as a parameter. Therefore, it is possible to estimate the high-speed FV with higher accuracy. However, in this case, since the number of parameters in the estimation formula increases significantly, the phase angle of each parameter becomes even more important in order to ensure improvement in estimation accuracy.

  Therefore, in the estimation system 1 of the present invention, the molding reference position Xo of the tire T conveyed in an unspecified direction can be sequentially aligned with the tire rotation reference position P and input to the uniformity measuring device 4. Therefore, the uniformity measuring apparatus 4 can always measure each low speed uniformity with a constant angle reference with the forming reference position Xo as the origin. As a result, the high-speed FV can be estimated with high accuracy. In addition, since the alignment is performed by using tire rotation when applying the lubricant, time for alignment is not required, and therefore, the tire manufacturing process is not adversely affected.

  Next, operation | movement of the said estimation system 1 is demonstrated more concretely using the flowchart of FIG.

  As shown in FIG. 7, in the estimation system 1, the vulcanized tire T conveyed from the production line 2 is sequentially transferred to and received by the receiving conveyor unit 7 of the lubricant application device 3. At this time, information such as the size of the conveyed tire T is transmitted from the data bank of the production line 2 to the lubricant application device 3.

  Thereafter, the applied tire T is rotationally driven horizontally around the tire axis i to apply a lubricant to the inner peripheral surface T2S of the bead portion T2. In this coating process, first, the elevator 12 is operated to raise the support roller 11a and the coating brush 14 to a position above the conveying surface 7S of the receiving conveyor unit 7 and the rotating arm. 13 is received and swung inwardly from both outer sides of the conveyor unit 7. Accordingly, the tire T is pressed against the inner support roller 11a, and the tire T is supported at three points between the inner support roller 11a and the outer support rollers 11b and 11b. In this three-point support state, the one roller conveyor 7a and the other roller conveyor 7b are driven in opposite directions. As a result, the tire T can be rotated horizontally around the tire axis i. At this time, the application brush 14 comes into contact with the inner peripheral surface T2S of the bead portion T2, thereby applying the lubricant to the inner peripheral surface T2S. Can do. In this coating process, the number of rotations or the rotation time of the tire is controlled. The number of rotations is preferably about 2 to 3 times, and the rotation time is preferably about 20 seconds.

  After that, the angular alignment means 10 is operated, and an alignment process is performed in which the rotation of the tire is stopped in the tire reference state J in which the identification mark 6 of the tire T coincides with the predetermined rotation reference position P of the tire. In this example, after the application process, the detection sensor 16 detects the identification mark 6 and stops the rotation of the tire. Thereby, the identification mark 6 is aligned with the rotation reference position P of the tire T. Even after stopping, the detection sensor 16 confirms whether or not the identification mark 6 is aligned with the rotation reference position P of the tire T, and the result of the alignment success or failure is indicated by the estimation means 5 or the higher rank thereof. Record in the data bank.

  In addition, the tire T aligned with the tire reference state J is put into the uniformity measuring device 4 with the tire reference state J (the charging step). At this time, information such as measurement specifications is transmitted from the data bank to the uniformity measuring apparatus 4. The uniformity measuring device 4 sequentially measures necessary low speed uniformity based on the information of the measurement specifications, with the tire rotation reference position P as the origin, that is, the uniformity measurement reference position (measurement process).

  The measured low-speed uniformity measurement data is stored in the second storage unit 5B of the estimation means 5, and the high-speed FV is estimated based on the stored measurement data and the estimation formula of the first storage unit 5A. A value is calculated and obtained (estimation process). And based on this estimated value, the determination of the pass / fail of a manufacturing tire is performed (determination process). The tire determined to be passed is sent to a mark hitting device, for example, after marking an unbalanced light spot, the maximum point of RRO, etc., and then transferred to the shipping process. In the data bank, the measurement data of the low speed uniformity, the estimated value of the high speed FV, and the like are recorded as tire individual information, and the merchandise management of the tire is performed.

  Note that the tire determined to be unacceptable in the determination step is sent to the high-speed FV actual measurement step. Then, the high speed FV is actually measured using the high speed uniformity measuring device, the pass / fail of the manufactured tire is determined, and the tire determined to be passed is sent to the mark hitting device and then transferred to the shipping process. .

  Moreover, in the estimation system 1 of this example, the case where the low-speed uniformity used as the parameter of an estimation formula is each measured with the single uniformity measuring apparatus 4 is illustrated. However, as conceptually shown in FIG. 8, among the low-speed uniformity, for example, the unbalance is measured by the first uniformity measuring device 4A which is a so-called balance measuring device, and other low-speed FV, RRO, LRO and the like are measured. The low speed uniformity which becomes a parameter of the estimation formula can be measured by a plurality of uniformity measuring devices 4 such as measurement by the second uniformity measuring device 4B. In such a case, the above-described lubricant application device 3 is arranged on the upstream side in the transport direction of each uniformity measuring device 4 so that each tire T is aligned with the tire reference state J. The measurement device 4 is loaded.

  Each measurement data of the low speed uniformity measured by each uniformity measuring device 4 is sequentially sent to and stored in the second storage unit 5B. Then, when the measurement data necessary for the estimation is prepared, an estimation process is performed.

  In a balance measuring apparatus or the like, the uniformity measurement reference position of the apparatus itself may change every time. In such a case, accurate measurement data can be obtained by sequentially recording the uniformity measurement reference position at the end of the previous measurement and correcting the measurement origin based on this record.

  As mentioned above, although especially preferable embodiment of this invention was explained in full detail, this invention is not limited to embodiment of illustration, It can deform | transform and implement in a various aspect.

DESCRIPTION OF SYMBOLS 1 High-speed FV estimation system 2 Tire manufacturing line 3 Lubricant application device 4 Uniformity measurement device 5 Estimation means 5A First storage unit 5B Second storage unit 5C Calculation unit 6 Identification mark 6A Barcode label 7 Receiving conveyor unit 8 Tire rotation means 9 Application means 10 Tire angular alignment means 14 Application brush 16 Detection sensor i Tire axis J Tire reference state P Tire rotation reference position T Tire T2 Bead portion Xo Molding reference position

Claims (4)

Lubricant application device that sequentially receives vulcanized tires that are connected to the tire production line and conveyed from the tire production line and applies a lubricant for assembling the rim to the bead portion of the tire, and a tire coated with the lubrication The tire high-speed FV estimation system comprising: a uniformity measuring apparatus for measuring the low-speed uniformity of the tire and an estimation means for estimating the tire high-speed FV based on the measured low-speed uniformity data Because
On one side of the vulcanized tire, an identification mark indicating a circumferential molding reference position in the raw tire is attached in advance in the raw tire molding step,
The lubricant application device comprises a receiving conveyor for receiving tires from the tire production line;
Tire rotating means for horizontally rotating the tire on the receiving conveyor section around the tire axis;
An application means having an application brush which can move up and down relatively with respect to the tire and comes into contact with each inner peripheral surface of the upper and lower bead portions of the rotating tire by ascending;
A tire angle alignment means for detecting the identification mark of the rotating tire and stopping the rotation of the tire in a tire reference state where the identification mark coincides with a predetermined rotation reference position of the tire; With
In addition, the uniformity measurement apparatus receives a tire in the tire reference state, and measures a low speed uniformity with the rotation reference position of the tire as a uniformity measurement reference position. system.   The estimation means includes a first storage unit that stores an estimation formula for estimating a high-speed FV using a low-speed uniformity as a parameter, and a second storage unit that stores measurement data of the low-speed uniformity measured by the uniformity measurement device. And a calculation unit that calculates and calculates an estimated value of the high-speed FV using the measurement data of the second storage unit and the estimation expression of the first storage unit. Estimation system for high-speed tire FV.   3. The tire high-speed FV estimation system according to claim 1, wherein the low-speed uniformity includes at least a low-speed FV, an RRO, an LRO, and an unbalance.   The tire high-speed FV estimation system according to any one of claims 1 to 3, wherein the identification mark is a bar code label.

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