JP3322352B2 - Rim assembly tire body - 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-assembled tire body in which weight imbalance has been corrected. By dispersing the corrected imbalance amount and attaching them, vibration during tire running is reduced. The present invention provides a rim-assembled tire body.

[0002]

2. Description of the Related Art Due to external factors such as the vulcanization temperature in the manufacture of tires or the viscoelastic characteristics of rubber materials, the weight around the circumference of a manufactured tire is rarely uniform. In addition, even in the rim to which the tire is mounted, there is a variation in processing accuracy, and furthermore, a variation in assembling the two is added. In general, there is a residual imbalance in the rim-mounted tire body, and this is a problem during running. It is one of the causes of abnormal vibration.

As a method of correcting such imbalance, a method of simultaneously correcting static imbalance and dynamic imbalance has been widely used. In this method, a tire body mounted on a rim is rotated by a balancer to correct the imbalance. The amount of unbalance required and the position of attachment are measured, and based on this, weights are attached one by one to designated locations on the front and back of the rim flange. If the correction cannot be completed, this process is repeated until the residual imbalance reaches the target value.

In this balancer, the reaction force at two support points on a rotating shaft supporting a rim-assembled tire body is measured, and the amount of the corrected weight to be attached to the front and back sides and the attachment thereof in order to balance them. The position is determined from the balance formula of centrifugal force and moment.
Therefore, usually, correction weights are attached to the front and back of the rim flange one by one.

[0005]

However, in this method for simultaneously correcting static and imbalance, rotation is measured on the axis of the balancer. There was a disadvantage that it was not taken into account. Furthermore, this weight imbalance has a certain distribution in the rim-mounted tire body, and it is easy to imagine that the weight imbalance does not concentrate on one place. The balance has been modified by installing one weight on each side.

This is not necessarily a satisfactory modification, as described above, ignoring the fact that the tire rotates on the ground. The schematic diagram shown in FIG. 1 is a rim-assembled tire body that rotates on the balancer shaft, but has a weight M attached to a location a indicated by the balancer. That is, the opposite part b
Indicates that the weight is over. When the tire rotates on the balancer, the centrifugal force of the rim-assembled tire body is balanced. This figure shows that only one side of the rim-assembled tire body has been modified. Normally, another weight is mounted on the other side of the tire body at a position supported by the balancer (other than point a). Will be omitted.

However, if the tire actually touches the ground, this balance will not hold. FIG. 2 shows a state where such tires are mounted on an actual vehicle and touched down. That is, at the point a and the point b located at the center of the rim, when the point b is in contact with the ground, the point a where the unbalance is to be corrected due to the eccentricity of the tire moves in the circumferential direction.
'Point is appropriate. This causes pitching (arrow A) on the tire. In the figure, T is a tire, R is a rim,
R ₀ indicates the rim flange portion, and E indicates the ground.

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

[0009]

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the prior art, and is directed to a rim-mounted tire body in which weight imbalance is corrected, comprising a static imbalance and a dynamic imbalance. A plurality of correction weights such that the centrifugal force for the correction imbalance amount obtained by correcting the imbalance simultaneously and the combined vector of the correction weights attached to each correction surface due to the centrifugal force are substantially equal. The rim is attached to the rim at a different position in the circumferential direction of the rim.

More specifically, the amount of unbalance correction obtained by the method of simultaneously correcting the static imbalance and the dynamic imbalance is represented by M, and an angle from a straight line connecting the rotation axis and the unbalance correction position. the correction amount of each of the plurality of modified weights mounted with a _{φ i m i (i = 1,2} , ‥
‥, n), when the distance between the rotation axis and the correction position and the r, synthesis by centrifugal force and the centrifugal force Mromega ² caused by the M when rotated with a velocity omega, caused by actually mounted a plurality of modified weights Vector (Σm _i rω ²
The correction weights are distributed and arranged on the circumference so that cos φ _i (i = 1 to n) becomes substantially equal. Here, the angle φ _i is desirably less than π / 2.

[0011] Then, corrected weight m _i of the present invention sequentially m _1, m ₂ in the rotational direction of the hands of a clock, when ‥‥, even its weight becomes successively greater, or even when sequentially reduced, if Depending on the order, they may be arranged so as to become larger and smaller sequentially, or vice versa. Further, the weights may be the same or the weights may be attached at the same intervals.

[0012] Since the circumferential imbalance, for example, the circumferential dispersion of the tread gauge, is generally dispersed around a certain maximum position, the M position is preferably the largest, and is gradually increased on both sides thereof. In general, a correction weight is attached so as to be smaller.

[0013]

The present invention is intended to reduce the centrifugal force that causes such pitching by dispersing the correction weights and arranging them in a fixed relationship.
That is, the weights are dispersed into a plurality of parts by interposing the weight position when the static imbalance is corrected at the same time, and the combined vector due to the centrifugal force of the corrected weights distributed among the plural parts is corrected at the same time. By attaching to the rim flange so that it is almost equal to the centrifugal force vector of the weight obtained in the above, even if the tire is in contact with the ground, the centrifugal force that causes pitching due to the dispersion of the weight is reduced. It is relatively small.

The mounting position of the correction weight to be measured is not only light at this point, but is generally distributed over a certain range of lightness. Therefore, it is difficult to distribute the weight as in the present invention. On the one hand, it can be said that it is in line with the actual situation.

FIG. 3 shows the basic structure of the present invention. The weight M for simultaneous correction of static and imbalance is measured by the balancer as described above, and the position of attachment is also indicated. This position is located θ degrees from the reference position. Then, in the present invention, a new correction weight _mi is used, and the correction weight
The flange R _{0 of the} rim R at each angle φ _i with respect to
Is to be pasted on. In this case, the relationship between M and m _i , φ _i has the above-mentioned relationship. In this way, by dispersing the correction weight, the centrifugal force is made to substantially match the original one, and the vibration when the tire is in contact with the ground is reduced.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The balance correcting method of the present invention will be described in more detail with reference to specific examples. FIG. 4 shows a first embodiment of the present invention, which is based on the position (θ) OA to which the correction weight M described in FIG. This is the reference position OO '
From the angle counterclockwise. Of course, the weight amount and the attachment position are measured on the front and back surfaces of the rim flange _R0 . Then, in this embodiment, in which to avoid the O-A line becomes stuck a plurality of modified weights m _i the rim flange R ₀ with the angle phi _i. The _mi is clockwise in the order of m ₁ , m ₂ , ‥‥, and each angle φ _i is an angle from the OA line (θ). Of course, these satisfy the above-mentioned relationship.

FIG. 5 shows a special case of the invention described above.
Fixed position to paste the weight M (theta) to the O-A rim flange R ₀ on the line are those pasted one weights m, rims other weight m _i Like the previous with the angle phi _i flanges It is attached to R ₀ .

[0018] FIG. 6 is a second embodiment of the present invention, in which affixed to the rim flange R ₀ corrective weight m _i equidistantly phi _1. In this case, the correction weight m _i may sometimes sequentially weight amount increases or decreases, whereas, it is needless to say that also include sequentially increasing and decreasing arrangement or placement of the reverse. Of course, one of them may be attached to the rim flange _R0 on the line OA (θ). Needless to say, they satisfy the above relationship.

[0019] Figure 7 is a third embodiment of the present invention is a modification weights identical heavy Satoshi the m, and the paste evenly spaced phi _1. This figure shows an example in which one correction weight m is attached to the rim flange _R0 on the line OA. In other words, this is an example of the simplest dispersion correction method. For example, M is 30 gr, φ _i is 10
If n is 5, m is about 5 gr (6.2 g in calculation).
r), 5 g every 10 degrees in the OA position and right and left
5 weights of r will be stuck.

(Tire test) Tire size 205/6
A 5R15 radial tire was manufactured, the weights dispersed according to Example 4 were attached and rotated on a chassis drum, and the wheel spindle vibration was measured. FIG. 8 shows the result. In the figure, F ₁ is the vibration level of the tire body in the correction method of the present invention, F ₂ is shows the vibration level in the conventional correction method, by the method of the present invention is clearly effective than that of the conventional It turned out to be.

(Actual Vehicle Test) Next, a subjective (filling) evaluation test of the riding comfort of the actual vehicle was conducted. The evaluation is a ± 5 point method using the tire according to the conventional correction method as a control, and the larger the value of +, the better the improvement. As the method of correcting the weight imbalance of the rim-assembled tire body, the correction method according to the method of the fourth embodiment was employed in the same manner as in the above test. The evaluation result is,
The effect of +1 to +2 was confirmed.

[0022]

According to the rim-assembled tire body of which the imbalance has been corrected by the method of the present invention, the effect of reducing the vibration is remarkable as compared with the rim-assembled tire body of which the imbalance has been corrected by the conventional method. Thus, it is improved so that even a driver having extremely ordinary driving skills can detect it.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of a rim-assembled tire body in which a correction weight is mounted at a position indicated by a static and dynamic simultaneous correction balancer.

FIG. 2 is a schematic diagram showing a state in which the tire of FIG. 1 is in contact with the ground.

FIG. 3 is a schematic view of a tire body for explaining the present invention.

FIG. 4 is an explanatory diagram of a tire body according to a first embodiment of the present invention.

FIG. 5 is an explanatory view of a tire body according to a second embodiment of the present invention.

FIG. 6 is an explanatory view of a tire body according to a third embodiment of the present invention.

FIG. 7 is an explanatory view of a tire body according to a fourth embodiment of the present invention.

FIG. 8 is a graph showing the results of a vibration test on a chassis drum.

[Explanation of symbols]

a ‥‥ the location indicated by the balancer, b ‥‥ the weight over location, M ‥‥ correction weight, θ ‥‥ pasting position angle, m _i修正 the correction weight of the present invention, φ _i ‥‥ the present invention Paste position angle correction weights, T ‥‥ tires, R ‥‥ rim flange of R ₀ ‥‥ rim, E ‥‥ ground, F ₁ ‥‥ vibration level of the tire body in the correction method of the present invention, F ₂振動 Vibration level in conventional correction method.

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

Claims (1)

(57) [Claims] 1. A rim-assembled tire body having a weight imbalance corrected, wherein a centrifugal force with respect to a corrected imbalance amount obtained by simultaneously correcting a static imbalance and a dynamic imbalance, and respective correction surfaces. A rim-assembled tire body characterized in that a plurality of correction weights are attached at different positions in the circumferential direction of the rim so that a composite vector due to centrifugal force of the plurality of correction weights attached to the rim is substantially equal.