JP3051489B2 - Rim-assembled tire body and method for correcting weight imbalance thereof - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rim-mounted tire body having a weight imbalance corrected and a method for correcting a weight imbalance of a rim-mounted tire.

[0002]

2. Description of the Related Art It is well known that vibration occurs when a rim-mounted tire is rotated in a weightly unbalanced state. Such imbalance acts as a couple about a vertical axis and a horizontal axis parallel to the plane of rotation. The couple acting around this horizontal axis is called static imbalance,
On the other hand, the couple acting around the vertical axis is called dynamic imbalance.

[0003] In other words, the static imbalance is a case where the center of gravity of the tire does not coincide with the rotation axis, while the dynamic imbalance has a weight imbalance on each of the front and back surfaces of the tire, and the inertia axis passing through the center of gravity rotates. This is the case when the axes do not match.

[0004] As a method of correcting such imbalance, there is a method of correcting static imbalance first, then rotating the tire to perform separate balance correction and distributing weights to correct dynamic imbalance. However, at present, a method is mainly used in which a rim-mounted tire is rotated by a measuring machine (balancer) to measure the amount of unbalance required for correction, and a weight is attached to each of the front and rear rim flanges one by one based on the measured amount of imbalance. With this, the static imbalance and the dynamic imbalance are simultaneously corrected.

[0005] However, this simultaneous correction method of the weight imbalance has a disadvantage in that since the rotation is measured on the axis of the balancer, the ground contact condition in which the rim-mounted tire is actually used is not considered. there were. This weight imbalance has a certain distribution in the rim-assembled tire, and it is easy to imagine that the imbalance does not concentrate at one place. However, when the balance is actually corrected, the front and back of the rim flange (rim width (rim width ( The balance is corrected by attaching one weight each to both ends in the axial direction).

This is not necessarily a satisfactory modification, as described above, ignoring the fact that the tire rotates on the ground.

[0007] In addition, the schematic diagram shown in FIG. 1 is a rim-mounted tire that rotates on the axis of the balancer, but has a weight wa attached to _a point a designated by the balancer. In other words, the location b on the opposite side is overweight.

When the tire is rotated in this state, the centrifugal force of the rim-assembled tire is balanced.

However, if the tire actually touches the ground, this balance will not hold.

FIG. 2 shows a state in which such a tire is mounted on an actual vehicle and grounded. In other words, at the points a and b symmetrically located at the center of the rim, if the point b is in contact with the ground, centrifugal force is generated only at the weight placed at the point a.
This allows pitching (arrow A) and rolling (moment
Arrow B) will occur on the tire.

Summarizing the above points, when the conventional balance method is adopted, the vibration is controlled to some extent, but it is a fundamental improvement because the balance when the tire is in contact with the ground is not considered. Absent.

[0012]

SUMMARY OF THE INVENTION The present invention elucidates such facts and considers a situation in which a tire is actually used. In consideration of a situation in which the tire is actually used, a rim assembly in which the pitching and rolling, which are vibration sources of the tire, are reduced as much as possible. An object of the present invention is to provide a method for correcting an improper tire body and its weight imbalance.

[0013]

According to the present invention, there is provided a rim-mounted tire body having a weight imbalance corrected, and a widthwise center on an outer surface of the rim so that a static imbalance is corrected. Two or more weights mounted in the vicinity;
And a weight mounted near the widthwise end of the rim so that each of the static and dynamic imbalance amounts is corrected based on the dynamic imbalance amount measured with at least one weight mounted.

According to a second aspect of the present invention, there is provided a rim-assembled tire body having a weight imbalance corrected, wherein the rim assembly is defined at a substantially central position in the rim width direction so that the static imbalance is corrected. 40 to 50 at an angle measured from the center of the rim-mounted tire body in a plane substantially parallel to the equatorial plane of the mounted tire body
The three weights, which are mounted at substantially symmetrical positions apart from each other and whose weight is the heaviest one mounted in the center, and the static imbalance based on the dynamic imbalance measured while the weight is mounted. And a weight mounted near the widthwise end of the rim so that each unbalance amount is corrected.

According to a third aspect of the present invention, in the second aspect of the invention, the heaviest weight mounted on the center has the measured unbalanced position, and the weight is the unbalanced position. The weight is about one half of the weight, and the remaining weight of the three weights is about one third of the unbalanced weight.

According to a fourth aspect of the present invention, there is provided a rim-assembled tire body having a weight imbalance corrected, wherein the weights at both ends in the rim width direction of the rim-assembled tire measured by an unbalance measuring machine are mounted. (P ₁ , p ₂ ) and weight of weight (w
₁ , w ₂ ) and a plane P substantially parallel to the rim-mounted tire equatorial plane defined at a substantially center position in the rim width direction, along the rim surface from the position (p ₁ , p ₂ ). Of the point of intersection with the line perpendicular to the plane P (p ₁ ^′ , p ₂ ^′ )
And a weight equal to or less than the weight (w ₁ , w ₂ ) of the weight mounted on the surface P and the plane P so as to correct the static imbalance amount obtained by a balancer or calculation in a state where the weight is mounted. A weight attached to the upper predetermined position and, based on a dynamic imbalance amount measured in a state where all of the weights are attached, attached to both ends in the rim width direction so as to correct the dynamic imbalance amount. And the weight which consists of.

According to a fifth aspect of the present invention, there is provided a rim-mounted tire body having a weight imbalance corrected, wherein the rim assembly is defined at a substantially central position in the rim width direction so that the static imbalance is corrected. A plurality of weights arranged in one direction in order of increasing weight around a static imbalance correction position on a plane substantially parallel to the equatorial plane of the mounting tire body, and a movement measured with the plurality of weights mounted. And a weight mounted near the widthwise end of the rim such that each static and unbalance amount is corrected based on the unbalance amount.

According to a sixth aspect of the present invention, in the invention of the fifth aspect, the plurality of weights have a weight _mn (gr) of _mn = 5xa (a, n; a positive integer) ( _mn-1 / 2) ) +5> _mn > ( _mn-1 / 2) and two 10 gr weights.

According to a seventh aspect of the present invention, in the sixth aspect of the present invention, the position at which the plurality of weights are attached is such that the position of the light point indicated by the measuring instrument is θ = 0 and the counterclockwise direction is positive. And the weight of the weight indicated by the measuring instrument is m ₀
(Gr), θ ₁ = cos ⁻¹ (m ₀ / 2m ₁ )
Under the following conditions, the positions shown in Table 2 below correspond to the static imbalance amount of 10 to 99 gr.

[0020]

[Table 2] The invention according to claim 8 is a method for correcting a weight imbalance of a rim-mounted tire, wherein a plane P substantially parallel to an equatorial plane of the rim-mounted tire is defined at a substantially center position in a rim width direction, and the rim is mounted. The static unbalance amount W of the tire and the position p ₀ at which the weight should be mounted on the surface P were measured, and a weight w ₀ of about Ｗ W was mounted at the position p ₀ , and along the surface P. At approximately symmetrical positions p ₁ and p ₂ of about 40 to 50 degrees at an angle measured from the center of the rim-mounted tire on both sides of the position p ₀ ,
The weights w ₁ and w ₂ of about 1 / 3W are mounted to correct the static imbalance amount, and then the dynamic imbalance amount is measured and weights are mounted at both ends in the rim width direction.

A ninth aspect of the present invention is a method for correcting a weight imbalance of a rim-assembled tire, wherein the weights of the rim-assembled tire are attached to both ends in the rim width direction by an unbalance measuring machine (p ₁ , p). ₂ ) and the weight (w ₁ , w ₂ ) of the weight are measured, and a plane P substantially parallel to the equatorial plane of the rim-mounted tire is defined as a substantial center position in the rim width direction, and the positions (p ₁ , p ₂₎ are defined. )
At the point of intersection (p ₁ ^′ , p ₂ ^′ ) with a line perpendicular to the plane P along the rim plane from the weight (w ₁ ,
w ₂ ), weights equal to or less than w ₂ ) are mounted, a static imbalance amount is obtained by a balancer or calculation in a state where these weights are mounted, and a weight is mounted at a predetermined position on the surface P to calculate the static imbalance amount. And then correcting the dynamic imbalance by measuring the dynamic imbalance and attaching weights to both ends in the rim width direction.

According to a tenth aspect of the present invention, there is provided a method for correcting a weight imbalance of a rim-mounted tire, wherein a plane P substantially parallel to an equatorial plane of the rim-mounted tire is defined at a substantially central position in the rim width direction, Weight w on the plane P with an unbalance measuring machine
_o weighed m _o mounting correction position p _o and the weight of, more than half of the weight w ₁ of the weight m ₁ is mounted relative to the weight m _o of the weight removed the attachment correction position p _o, then more than half of the weight m relative to the weight w ₁ across the attachment correction position p _o
2 of the weight w ₂ is mounted, which sequentially repeated weight m _n on the plane P is _{m n = 5xa (a, n} ; positive _{integer) (m n - 1/2} ) +5> m n> (m _n-1 / 2), a plurality of weights consisting of a weight that satisfies the condition ( ₁ ) and a weight of 10 gr are arranged in one direction in order of increasing weight to correct the static imbalance amount, and then a weight for correcting the dynamic imbalance amount is mounted. ,
It comes from things.

[0023]

According to the first, fourth and ninth aspects of the present invention, in order to reduce a moment which causes a roll at the time of contact with the ground, the unbalance correcting means mounted on the rim width direction (generally, the rim flange) is used. In order to reduce the weight of the weight of the weight, the weight for correcting static imbalance and the weight for correcting dynamic imbalance are separated to reduce the weight of the weight for correcting dynamic imbalance, and on the other hand, pitching occurs when touching down. In order to reduce the centrifugal force, normally one static imbalance correction weight to be mounted on the inner surface of the rim is mounted on the rim by dispersing it into two or more light weights of equal or, for example, about 60% of its weight. It is.

This makes it possible to remove the weight that generates a large centrifugal force. Claims 2 and 3 having the above configuration
According to the inventions of (8) and (9), in order to reduce the moment that causes the roll at the time of contact with the ground, in order to reduce the weight of the imbalance correcting weight mounted on the rim width direction (generally, the rim flange), the weight is reduced. In order to reduce the weight of the dynamic imbalance correction weight by separating the weight for imbalance correction and the dynamic imbalance correction weight, while reducing the centrifugal force that generates pitching when touching the ground, Normally, one static imbalance correcting weight is mounted on the rim by dispersing it into three lighter weights.

In the weight of the weight defined here, "about" generally refers to a range of about ± 5 g, and usually depends on the size of the weight. Devalued.

If the interval between the weights is smaller than 40 degrees, there may be two weights inside the triangle formed by the end of the ground contact surface as described later, which is completely inconvenient in terms of fluctuation. On the other hand, if the angle is larger than 50 degrees, a heavy weight is required for the weight mounted at the symmetric position, which is also inconvenient.

Considering the case where the static imbalance amount is 30 g, assuming that 15 g is mounted at the center, a weight as shown in the following Table 3 is required at the symmetrical positions on both sides.
Increasing the angle of symmetry is not preferable because the weight of the weight increases accordingly.

[0028]

[Table 3] According to the fifth, sixth, seventh and tenth aspects of the present invention, in order to reduce the weight of the weight for correction, the weight for static imbalance correction and the weight for dynamic imbalance correction are separated from each other. In order to reduce the weight of the weight and to reduce the fluctuation of centrifugal force that causes pitching at the time of contact with the ground, the state of the generation of centrifugal force in the part not contacting the ground is dispersed during the contact rotation of the rim-mounted tire The weight is distributed and mounted on the inner surface of the rim.

Table 4 below shows that the static imbalance is 10 gr.
In the case of to 99 gr, the combination of weights to be mounted is calculated.

[0030]

[Table 4] The weight to be mounted is generally dispersed in units of 5 gr, and the dispersed position is determined as follows.

The position of the weight w _o measured by the balancer is θ = 0, and the weight of the weight w _o to be mounted at this position is m _o
When unbalance waveform y is represented by y = -m _o sin .omega.t. However, in order to disperse the weight, the weight w ₁ is actually set to θ ₁ = c
When set to the position of the ^{_{os -1 (m o / 2m 1}} ), imbalance waveform y becomes _{y = -m o sin (ωt-} θ 1).

[0032] such a relationship weight w _2, w _3, for _{····, θ 1 + θ 2 =} cos -1 (m 1 / 2m 2) 2θ 1 + θ 2 + θ 3 = cos -1 (m 2 / 2m 3 The positions of the weights are sequentially set as follows. Speaking in general formula, the relationship between theta _n and _{θ n -1, θ n -θ n} -1 = cos -1 (m n -1 / 2m n) -2cos -1 (m n -2 / 2m n _-1 ).

The position at which the weight is actually mounted may be within an allowable range of ± 5 degrees, preferably ± 3 degrees from this position (angle).

Table 1 shows the positions where the weights are mounted based on the above relationship.

[0035]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, a conventional static imbalance correcting weight will be described in more detail.

[0036] In FIGS. 1 and 2, the electrostatic unbalance correction to the measured indicated position a on the rim weight w _a is mounted, problem arises though centrifugal force is balanced around the rim in this state Absent.

As shown, when the weight at the point a reaches above the ground contact surface, the point b is in contact with the ground, and the weight at the point b does not occur as a centrifugal force. _a
Only the centrifugal force is generated. Therefore, when the tire rotates while touching the ground, the centrifugal force fluctuates each time the tire rotates, and the tire will pitch. In the figure, T indicates a tire, R indicates a rim, and E indicates the ground.

Such pitching is due to centrifugal force, which is proportional to the weight of the weight. Therefore, by dispersing the weight, the centrifugal force causing the pitching is reduced.

In general, not only this point is light but the light weight is distributed over a certain range, so that the weight can be distributed as in the present invention. It is.

FIGS. 3 to 6 show repairs according to the first embodiment of the present invention.
A specific example of the correct method will be described. In FIG. 3, first, the rim flange
P₁, P_TwoWeight w in two places₁, W_TwoThe position to attach
Measured. Then, as shown in FIG.
Defines a plane P that is approximately the center in the rim width direction parallel to the road surface
And the location p₁, P_TwoThrough the rim surface and the surface
Position p of the point perpendicular to P (in plan view)₁´, p_Two´
Set. As shown in FIG. 5, these positions p₁
´, p_Two´ to weight w₁, W_TwoWeight equal to or lighter than w₁ ^', W
_Two ^'Are attached in a dispersed manner, and then the weight w₁ ^', W_Two ^'Is attached
The static imbalance is measured in the state where₀The same
The position p of the P plane₀To fix static imbalance
You.

Finally, as shown in FIG. 6, the amount of dynamic imbalance is measured, and the weight w ₃ is generally located at the positions of the flanges q ₁ and q _{2 on} the front and back of the rim (outside and inside the vehicle on which the tire is mounted). , in which unbalance amount is corrected by mounting a w _4.

The rim assembly tire is rotated by a balancer to measure the amount of imbalance required for correction, and one correction weight lighter than the required amount is mounted near the center of the rim in the width direction, and then the balancer To measure the amount of unbalance and correct the static balance by attaching another weight so that the balance is achieved. Next, the dynamic imbalance may be measured, and weights may be attached to the front and back flanges of the elim to correct the overall imbalance. (Evaluation using actual vehicle) Next, a subjective (feeling) evaluation test was performed using the actual vehicle. The test items are two items of steering performance and stability performance on a dry road surface and a wet road surface.

More specifically, the high-speed straightness and lane change behavior are subjective evaluations using a 100-point method using a comparative example 1 as a control, and a direction larger than 100 is an improvement direction.

If there is a five-point difference, the evaluation range is such that a driver having general driving skills can identify the difference in performance.

The overall evaluation is obtained by adding the evaluation on a dry road surface to the evaluation on a wet road surface and the evaluation of riding comfort.

The following two vehicle types were used as test vehicles. A
Car: Nissan Skyline GTS-t (1989), Rim 61/2 J × 16, Tire size 205 / 55R
16.88V.

Vehicle B: Volkswagen GOLF GT
I (1988 model), rim 6J × 14, tire size 185 / 60R1482H.

The methods for correcting the weight imbalance of the rim-mounted tires are as shown in Tables 5 and 6, wherein Table 4 shows an example of a tire mounted on the vehicle A, and Table 5 shows an example of a tire mounted on the vehicle B. is there.

The position (angle) at which the balance is applied is measured counterclockwise as viewed from the rear side of the vehicle mounted on the rim-assembled tire, and its base point is the rear side of the rim when the static-dynamic balance is simultaneously corrected. It was the balance attachment position.

In these tables, the comparative example is an example in which the static / dynamic balance is simultaneously corrected.

[0051]

[Table 5]

[0052]

[Table 6] Table 7 also shows the results of a test performed by mounting the tire.

[0053]

[Table 7] As can be seen from the table, both the high-speed straight-ahead performance and the lane change behavior significantly exceeded the comparative example, and it was found that an effect that could be experienced by ordinary drivers was provided.

The effect is particularly large in the comprehensive judgment taking performance on a wet road surface into consideration. That is, when compared with the conventional unbalance correction method, when the tire modified by the method of the first embodiment of the present invention is mounted on a vehicle and rotates while touching the ground, the roll and pitch are reduced. As a result, a decrease in the lateral force generated by the tire due to the tire vibration was suppressed, and the steering performance and the stability performance were remarkably improved.

FIGS. 7 and 8 show a specific example of the correction method according to the second embodiment of the present invention. First, as shown in FIG. 7, an unbalance amount W and a position p _{0 at} which a weight is to be mounted on the plane P are indicated by an unbalance measuring machine. At this position p ₀ , a weight w ₀ having a weight of Ｗ W is mounted. Next, left and right positions p ₁ and p ₂ are set at an angle of 45 degrees from the center of the tire with respect to p ₀ on the P surface. Here, the weights w ₁ and w ₂ of 1/3 W are attached.

Finally, as shown in FIG. 8, the amount of dynamic imbalance is measured, and generally, weights w are placed at the flange positions q ₁ and q ₂ on the front and back sides of the rim (both ends in the rim width direction).
_3, in which the unbalance amount is corrected by the w ₄ is mounted.

Specifically, when the static imbalance amount is 30 g,
In this case, the position p on the plane P₀15g weight at position
w₀And then position p₁, P_Two11g weight
w₁, W _TwoTo complete the static imbalance correction
You. Finally, the dynamic imbalance amount is measured and
Weight w on both sides (width direction both ends)_Three, W_FourWearing
The entire weight correction is completed. (Evaluation by actual vehicle)
G) An evaluation test was conducted. Test items are dry road surface and wetness.
There are two items, steering performance and stability performance on a rough road.

More specifically, it is a high-speed straight-running and lane change behavior, and is a subjective evaluation by a 100-point method using a comparative example 1 as a control, and a direction larger than 100 is an improvement direction.

If there is a five-point difference, the evaluation range is such that a driver having general driving skills can identify the difference in performance.

The overall evaluation takes into account the evaluation on a dry road surface and the evaluation on a wet road surface and the evaluation of riding comfort.

The following two vehicle types were used as test vehicles. A
Car: Nissan Skyline GTS-t (1989), Rim 61/2 J × 16, Tire size 205 / 55R
16.88V.

Car B: Volkswagen GOLF GT
I (1988 model), rim 6J × 14, tire size 185 / 60R1482H.

The methods for correcting the weight imbalance of the rim-mounted tires are as shown in Tables 8 and 9, wherein Table 8 shows an example of a tire mounted on the vehicle A and Table 9 shows an example of a tire mounted on the vehicle B. is there.

[0064]

[Table 8]

[0065]

[Table 9] The position (angle) at which the balance is applied is measured counterclockwise when viewed from the rear side of the vehicle mounted on the rim-assembled tire, and its base point is the balance attachment position at the rear side of the rim when the static dynamic balance is corrected simultaneously. And

In these tables, the comparative example is an example in which the static-dynamic balance is simultaneously corrected. Table 10 also shows the results of a test performed by mounting the tire.

[0067]

[Table 10] As can be seen from the table, both the high-speed straight-ahead performance and the lane change behavior significantly exceeded the comparative example, and it was found that an effect that could be experienced by ordinary drivers was provided.

In particular, the effect is great in comprehensive judgment considering performance on a wet road surface. That is, when compared to the conventional unbalance correction method, when the tire modified by the method of the second embodiment of the present invention is mounted on a vehicle and rotates while touching the ground, the roll and pitch are reduced. As a result, a decrease in the lateral force generated by the tire due to the tire vibration was suppressed, and the steering performance and the stability performance were remarkably improved.

Next, a third embodiment of the present invention will be described. FIG. 9 shows that the static imbalance amount is 66 gr (m ₀ ), for example.
FIG. 7 is a cross-sectional end view of the surface P of the rim when

In this case, a weight having a weight of m _{1 to} m ₅ of 35 gr, 20 gr, 15 gr, 10 gr, and 10 gr based on the conditions of Tables 3 and ₁ is used.

In this case, the positions (angles) θ _{1 to} θ _{5 at} which the respective weights are attached are 19.5 degrees, 9.5 degrees, and −5 degrees, respectively.
The positions are set at 0.2 degrees, -55.2 degrees, and -138.0 degrees, and the respective weights are mounted here.

By mounting each weight in this way, the centrifugal force that causes pitching becomes 70%, and the amount of dynamic imbalance in this case can be improved only by mounting 19 gr on each of the front and back sides of the rim. The element of the cause moment is also 54
%.

Since the present invention adopts such a configuration, even when the tire rotates while touching the ground, the fluctuation of the centrifugal force is small, and the pitching of the tire is greatly reduced.
On the other hand, the cause of the roll is also greatly reduced.

FIG. 10 is an end view similar to FIG. 9 described above, in which the static unbalance weight is 46 gr.

In this case, the weight (w ₁
To w ₄ ) are four, and their weights (m _{1 to} m ₄ ) are 25 gr, 15 gr, 10 gr, and 10 gr. The mounting positions (angles θ _{1 to} θ ₄ ) are 23.1 degrees, 1
It is calculated as 0.5 degrees, -15.2 degrees, and -98.0 degrees.

FIG. 11 shows a similar example, in which the static imbalance amount is 32 gr.

In this case, the weight (w ₁
To w ₄ ) are four, and their weights (m _{1 to} m ₄ ) are 20 gr, 15 gr, 10 gr, and 10 gr. The mounting positions (angles θ _{1 to} θ ₄ ) are 36.9 degrees and 1
1.3 degrees, -43.7 degrees and -126.5 degrees are calculated. (Evaluation using actual vehicle) Next, a subjective (feeling) evaluation test was performed using the actual vehicle. The test items are two items of drying performance and stability performance on a dry road surface and a wet road surface.

Specifically, there are a high-speed straight running performance, a behavior at the time of lane change, a behavior at the time of slalom, and a circuit running performance. And the overall evaluation is the above evaluation on the dry road surface,
It also takes into account the evaluation on wet roads and the evaluation of riding comfort.

The following two vehicle types were used as test vehicles. A
Car: Nissan Skyline GTS-t (1989), Rim 61/2 J × 16, Tire size 205 / 55R
16.88V.

Car B: Volkswagen GOLF GT
I (1988 model), rim 6J × 14, tire size 185 / 60R1482H.

As a result of the evaluation, when compared with the conventional unbalance correction method, when the tire with the unbalance corrected by the method of the present invention is mounted on a vehicle and rotates while touching the ground, the roll and pitch are reduced. As a result, a decrease in the lateral force generated by the tire due to the tire vibration is suppressed, and the steering performance and the stability performance are improved.

[0082]

As described above, according to the present invention, the steering performance and the stability performance are extremely general as compared with the case where the rim-assembled tire with the imbalance corrected by the conventional method is mounted. It is improved to the extent that it can be perceived even by drivers with driving skills, especially the feeling that tires grab the running road surface is improved (improved road surface holding performance)
However, the effect of the unbalance correction method of the present invention has been recognized.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing the behavior of a tire whose imbalance has been corrected by a conventional method.

FIG. 2 is a schematic diagram showing the behavior of a tire whose imbalance has been corrected by a conventional method.

FIG. 3 is a detailed explanatory diagram showing a correction method according to the first embodiment of the present invention.

FIG. 4 is a detailed explanatory diagram showing a correction method according to the first embodiment of the present invention.

FIG. 5 is a detailed explanatory diagram showing a correction method according to the first embodiment of the present invention.

FIG. 6 is a detailed explanatory diagram showing a correction method according to the first embodiment of the present invention.

FIG. 7 is a detailed explanatory diagram showing a correction method according to a second embodiment of the present invention.

FIG. 8 is a detailed explanatory diagram showing a correction method according to a second embodiment of the present invention.

FIG. 9 is a detailed explanatory diagram showing a correction method according to a third embodiment of the present invention.

FIG. 10 is a detailed explanatory diagram showing a correction method according to a third embodiment of the present invention.

FIG. 11 is a detailed explanatory diagram showing a correction method according to a third embodiment of the present invention.

[Explanation of symbols]

P Rim assembly tire Center plane in the rim width direction parallel to the equatorial plane T Tire R Rim E Ground W Static imbalance p ₀ Weight mounting position p ₁ Weight mounting position p ₂ Weight mounting position p ₃ Weight mounting position p ₄ Weight Mounting position p ₅ Weight mounting position p ₆ Weight mounting position p ₁ ^' Weight mounting position p ₂ ^' Weight mounting position q ₁ Weight mounting position q ₂ Weight mounting position w ₀ Weight w ₁ Weight w ₂ Weight w ₃ Weight w ₄ Weight w ₅ weight w ₆ weight m ₀ weight of weight m ₁ weight of weight m ₂ weight of weight m ₃ weight of weight m ₄ weight of weight m ₅ weight of weight m ₆ weight of weight

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) G01M 1/00-1/38 B60B 1/00-13/00 F16F 15/00-15/32

Claims (10)

(57) [Claims] 1. A rim-assembled tire body having a weight imbalance corrected, comprising two or more weights mounted near the center in the width direction on the rim outer surface so as to correct the static imbalance. A weight mounted near the widthwise end of the rim so that each static and unbalance amount is corrected based on the dynamic unbalance amount measured with the two or more weights mounted, A rim-mounted tire body comprising: 2. A rim-mounted tire body having a weight imbalance corrected, wherein the rim-mounted tire body equatorial plane defined at a substantially central position in the rim width direction such that the static imbalance is corrected. Are mounted at substantially symmetrical positions separated by 40 to 50 degrees at an angle measured from the center of the rim-assembled tire body on a plane substantially parallel to the rim assembly, and the one mounted in the center is regarded as the heaviest one. A weight, and a weight mounted near the widthwise end of the rim so that each static and unbalance amount is corrected based on the dynamic unbalance amount measured with the weight mounted. Rim assembly tire body. 3. The heaviest weight mounted at the center, the mounting position is a measured unbalance position, and the weight is about one half of the unbalance weight.
The rim-assembled tire body according to claim 2, wherein the weight of the remaining weight of the three weights is about one third of the unbalanced weight. 4. A rim-assembled tire body having a corrected weight imbalance, wherein positions (p ₁ , p) at which weights at both ends in the rim width direction of the rim-assembled tire are measured by an unbalance measuring machine. ₂ ), the weight (w ₁ , w ₂ ) of the weight, and the plane P substantially parallel to the equatorial plane of the rim-mounted tire defined at the substantially center position in the rim width direction, and the position (p ₁ , p ₂ ) is equal to or less than the weight (w ₁ , w ₂ ) of the weight attached to the position (p ₁ ^′ , p ₂ ^′ ) of the intersection with the line perpendicular to the surface P along the rim surface along the rim surface A weight and the plane P so as to correct the static imbalance amount obtained by a balancer or calculation in a state where the weight is mounted.
A weight attached to the upper predetermined position and, based on a dynamic imbalance amount measured in a state where all of the weights are attached, attached to both ends in the rim width direction so as to correct the dynamic imbalance amount. Weight and a rim assembly tire body. 5. A rim-mounted tire body having a weight imbalance corrected, wherein the rim-mounted tire body equatorial plane defined at a substantially central position in the rim width direction so that the static imbalance is corrected. A plurality of weights that are arranged in one direction in the order of weight and surround the static imbalance correction position on a plane substantially parallel to and a dynamic unbalance amount measured with the plurality of weights mounted. And a weight mounted near the widthwise end of the rim so that each unbalance amount can be corrected. 6. The plurality of weights have a weight _mn (gr) of _mn = 5xa (a, n; a positive integer) ( _mn−1 / 2) +5> _mn > ( _mn−1 / The rim-mounted tire body according to claim 5, comprising a weight satisfying 2) and two 10 gr weights. 7. The position at which the plurality of weights are attached is defined as θ = 0 at the position of the light point indicated by the measuring instrument, and positive when counterclockwise, and the weight of the weight indicated by the measuring instrument. Is a position shown in the following Table 1 with respect to a static imbalance amount of 10 to 99 gr under a condition of θ ₁ = cos ⁻¹ (m ₀ / 2m ₁ ), where m ₀ (gr). The rim-assembled tire body according to the item. [Table 1] 8. A plane P substantially parallel to the equatorial plane of the rim-mounted tire.
The defined substantially central position of the rim width direction, the position p ₀ to be mounted static unbalance amount W a weight on the plane P of the rim assembling the tire is measured, from about 2 minutes to the position p ₀ 1W
Together with mounting the weight w _0, a substantially symmetrical positions p _1, p ₂ of about 40 to 50 degrees angle measured from the rim assembling the tire center on both sides of the position p ₀ along the plane P, about A rim-assembled tire comprising: mounting weights w ₁ and w ₂ of _{1 /} 3W to correct static imbalance, then measuring dynamic imbalance and mounting weights at both ends in the rim width direction. Weight imbalance correction method. 9. Positions (p ₁ , p ₂ ) for mounting weights on both ends in the rim width direction of the rim-assembled tire with an unbalance measuring machine
And the weights (w ₁ , w ₂ ) of the weights are measured, and a plane P substantially parallel to the equatorial plane of the rim-assembled tire is defined as a substantial center position in the rim width direction, and from the positions (p ₁ , p ₂ ) Positions of intersections (p ₁ ^′ , p ₂₎ with the line perpendicular to the plane P along the rim plane
^' ), Weights equal to or less than the weights (w ₁ , w ₂ ) of the weights are mounted, and a static imbalance amount is obtained by a balancer or calculation with the weights mounted, and a predetermined position on the surface P is determined. Correct the static imbalance by attaching a weight to the
A weight imbalance correction method for a rim-mounted tire, comprising: measuring a dynamic imbalance amount and attaching weights to both ends in the rim width direction to correct the dynamic imbalance amount. 10. A plane P substantially parallel to the equatorial plane of the rim-assembled tire is defined as a substantially central position in the rim width direction, and a mounting correction position of the weight w _o on the plane P by a static imbalance measuring machine. p
_o , the weight m _o of the weight is measured, the mounting correction position _po is removed, and a weight w ₁ having a weight m ₁ that is half or more of the weight m _o of the weight is mounted, and then the mounting correction position p _o interposed therebetween the weight the weight w ₂ of more than half the weight m ₂ was attached to w _1, sequentially repeating the weight m _n on the plane P is m _n = 5XA this (a, n; a positive integer) _{(m n - 1/2)} +5> m n> - the (m _{n 1/2)} static unbalance amount by arranging in one direction become more plurality of weights and weight of the weight and 10gr heavy order of weight which satisfy the Fix, and then attach a weight to correct the dynamic imbalance amount,
Weight imbalance correction method for rim-assembled tires.