JPH0325009A - Method for assembling tyre and wheel - Google Patents

Abstract

PURPOSE:To reduce RFV (Radial Force Variation) by measuring the change of force in the radial direction of a large number of tyres and the pitching displacement of a large number of wheels respectively, attaching managing marks to them, and conducting combination simulation according to the measured result to determine the optimum combination. CONSTITUTION:RFV of a type 1 is measured by a tyre measuring means 11 to input and memory the result thereof in a computer 31 and managing members are attached to each tyre to store them on racks 42. Meantime, the pitching of a wheel 2 is measured by a wheel measuring means 21 to input and memory the result thereof in the computer 31 and managing numbers are attached to each wheel to store them on the racks 42. The computer 31 conducts combinating simulation on the basis of both measuring data to determine the optimum combination to automatically take out corresponding tyres and wheels on the basis of the managing numbers to assemble them. Due to this construction, RFV is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application J] The present invention relates to an assembly method for reducing REV (radial force halation) of a tire when attaching a tire and a wheel.

[Prior art 1] Due to non-uniform rigidity around the tire circumference, the tire
Every time it rotates, it receives a periodically fluctuating reaction force from the road surface. This is called flux variation, and the variations in force in the radial, lateral, and circumferential directions depending on the direction of force are called radial force variation (hereinafter referred to as REV), lateral force variation, and tractive force variation. . Among these, REV directly affects the vertical vibration of the vehicle, and this RFV
The larger the value, the worse the ride comfort will be.

This type of force variation around the tire circumference is mainly due to the fact that the tread rubber, carcass cord, belt, and other components that make up the tire are not uniformly distributed around the circumference. This is caused by uneven rigidity and is caused by variations in the tire's In process.

Therefore, in order to reduce the RFV of tires, the following assembly has been conventionally performed.

First, the vertical runout of the wheel (displacement on the circumference in the radial direction of the wheel) is measured using an Egisen marking device, and the minimum value of the primary component of the vertical runout is marked. Similarly, R
The RFV of the tire is measured by the EV measurement stand-alone, and the RFV
Mark the maximum value of the first-order component. Then, match the markings on the wheel and tire, and set the tie on the wheel.

[Problems to be Solved by the Invention] However, with the above-described delivery method, it is not possible to determine whether the RFV of the tire is within the standard after the tire and wheel are assembled, and furthermore, it is difficult to determine whether the RFV of the tire is within the standard. There is no way to correct it within the standards.

In addition, tire REV and wheel vertical runout are first-order components (not ``), but multi-order components, so there is a problem with forcibly converting these multi-order components into first-order components.

In other words, method 1 mentioned above is effective when the vertical runout of the wheel is large, but as the accuracy of the wheel increases, the multi-order components have a greater influence than the first-order components, so Converting the next-order component to the first-order component does not necessarily reduce the REV of the tie V; on the contrary, it may increase it.

Furthermore, in the conventional payment method, if the tire and wheel are actually assembled, it is not possible to determine whether the tie puller's R E V is passed or not, and the tire or wheel may be scratched or damaged due to re-silking or the like. Some problems require extra man-hours.

By the way, Japanese Patent Laid-Open No. 56-9023bQ is known as a prior art related to the h method for assembling tires and wheels. In this assembly method, tires and wheels are arbitrarily assembled and rotated, and the optimum assembly state is determined by simulating the diameter fluctuations of the wheel and the tire alone, and the determined movement is determined. The tires and wheels are reassembled based on the amount. However, in this case as well, there is a problem that the tires and wheels may be scratched during reassembly (5) as described above. , given in advance 1
Since it is a modification with a set of tires and wheels, the radius of the tire
The effect of reducing FV is not very clear.

The present invention addresses the above-mentioned problems and provides a method for assembling a tire and a wheel that can minimize the tire length "V" when assembling the tire and wheel. The purpose is to

[Means for Solving the Problem 1] A method for assembling a tire and a wheel according to the present invention in accordance with this objective measures the variation of force in the radial direction of a large number of tires on the one hand, and collects the measurement data of each tire. Input the data into the computer, assign a management number to each tire, measure the longitudinal displacement of a large number of wheels, input the measurement data of each wheel into the computer, and add a management number to each tire. A management sign {=l is given to t+L:
Based on the measurement data of each tire, a combination of tires and wheels is simulated, and a combination of tires and wheels is selected from among the large number of tires and wheels.
One method is to find a tie that can best reduce the variation in the radial force of the tire that occurs during braking, and to assemble the tie 17 and the wheel found through the sikomilation.

[Function] In the case of such a tire-wheel bond {=J method, the fluctuation of the force in the radial direction of many tires, that is,
The FV is measured and the measured REV data for each tire is input into the computer. Each tire is also provided with a tube for management purposes, and each tire is stored in a predetermined location.

Similarly, variations in the radial circumference of a large number of wheels, that is, vertical runout, are measured, and the vertical runout measurement data for each wheel J3 is manually entered into a computer. Each wheel is given a management zero for management purposes, and the wheels are stored at a predetermined location.

The computer uses each input measurement data as a star to simulate the combination of tires and wheels.
Find a combination in which the R E V of the tire at the time of installation is 11 smaller. In this case, the computer removes the high-order components of vertical runout from the measurement data of each wheel, so
It is now possible to accurately capture the vertical runout of the wheel, greatly increasing the accuracy of simulations.

Since such a large number of tires and wheels are selected, the effect of reducing tire RITV is remarkable compared to the conventional method. In addition, since there is no need to actually assemble the tire and wheel, there is no need for reassembly [No. It will be resolved.

[Example] Hereinafter, a preferred example of the method for assembling a tire and a wheel according to the present invention will be described with reference to the drawings.

1 to 3 show one embodiment of the present invention, of which FIG. 2 shows the configuration of an apparatus for carrying out the present invention. In FIG. 2, 1 is a tire, 2 is a wheel, 11 is a tire measuring means, 21 is a wheel measuring means, 31 is a computer, 41 is a conveying means, and 51 is an assembling means.

Tire measurement stage 11, mask wheel 12, drive shaft 1
3, a connecting mechanism section 14, a motor 15, an encoder 16, and a sensor 4j17. Mask wheel 12
The wheel is precisely shaped and can be divided in the radial direction so that the tire 1 can be easily attached and detached. A drive shaft 13 extending along the axis of the mask wheel 12 is connected to the center of the master wheel 12 . The drive shaft 13 is rotatably supported by a bearing (not shown). A motor 15 is connected to the end of the drive shaft 13, and the mask wheel 12 is rotationally driven by the motor 15 via the drive shaft 13. An encoder 16 is connected to the drive shaft 13 via a coupling mechanism 14, and the amount of movement of the tire in the circumferential direction is detected by the encoder 16. Incidentally, the coupling mechanism section 14 is composed of, for example, a timing pulley, a timing belt, etc.
It has been pierced.

A tire 1 is mounted on the master wheel 12, and the outer periphery of the tire 1 is equipped with a tire 1, which is equipped with a tire 1, which has a tire 1 mounted thereon, and the outer periphery of the tire 1.
A sensor 17 for measuring 1J RFV is installed. The tip of the sensor 7 is in contact with the outer circumferential surface of the tie V1, and the tip of the sensor 7 is in contact with the pressing force (RF) of the tie hair 71.
V) into an electrical signal. In this embodiment, the REV of the tire is measured by climbing on one tip, but a plurality of sensors υ may be used to improve measurement accuracy. Signals from the sensor 7J3 and the encoder 16 are input to a computer 31, which will be described later.

The wheel measuring means 21 is composed of a base 22, a cradle 23, a collet jack 24, a motor 25, a connecting mechanism 26, an encoder 27, and a sensor 28. The pedestal 23 is a cylindrical pedestal that receives the wheel 2, and is rotatably supported by the base 22. The wheel 2 is separated from the rim 3 and the disc 4, and the side surface of the disc 4 is supported by a pedestal 23.

A collet jack 24 is provided on the upper surface of the pedestal 23. The collet jack 24 includes a tapered portion 24a, a jack portion 24b, and a pressing portion 24C. The chuck portion 24b is fitted with a tapered portion 24a fixed to the pedestal 23. The jack portion 24b is adapted to be pushed into the hub hole 5 of the wheel 2. This check section 24
b is configured to expand in diameter outward in the radial direction by the pressing portion 24c, and the wheel 2 moves integrally with the pedestal 23 due to the expansion of the diameter of the jack portion 24b. The shaft portion 23b formed at the lower end of the pedestal 23 is connected to the motor 2.
It is connected with 5. The wheel 2 is rotationally driven by a motor 25 via a pedestal 23. Shaft portion 23 of pedestal 23
An encoder 27 is connected to b via a connecting mechanism 26, and the encoder 27 detects a movement loss of the wheel 2 in the circumferential direction.

Note that the coupling mechanism section 26 is composed of, for example, a timing pulley and a timing belt.

A sensor 28 is arranged on the outer periphery of the rim 3 of the wheel 2 to measure circumferential fluctuations in the radial direction of the wheel, that is, vertical runout. The tip of the sensor 928 is in contact with the heat seat outer periphery 3a of the rim 3 of the wheel 2,
The sensor 28 converts the vertical vibration of the wheel 2 into an electrical signal. Sensor 28 and encoder 27
A signal from the computer 31 is input to a computer 31, which will be described later.

In this embodiment, the wheel 2 is fixed to the pedestal 23 based on the hub hole 5, but it may be fixed based on the pitch diameter of the nut seat 1 of the wheel 2 and the nut seat 6.

The computer 31 has an input/output interface 32 and a CP
tJ (Central Processing Unit) 33, RAM (Random Access Memory) 34, ROM (Read Only Memory) 35
It has As described above, the input/output interface 32 is connected to the tire measuring means 11J3 and the wheel measuring means 21, and measurement data from each measuring means is inputted thereto. The ROM 35 stores a vertical vibration waveform analysis program (Fourier analysis program) and a simulation program. The vertical vibration of wheel 2 is
The vertical runout waveform analysis program is a combination of multi-order components (16Hz), and the longitudinal runout waveform analysis program is
above). That is, the high-order component of vertical runout is caused by the setting error between wheel 1 and wheel measuring means 21 during measurement, and only the true vertical runout of wheel 2 is measured by this vertical runout waveform analysis program. It is now possible. It has been found that even if fluctuation values of 16 to 1z or more are removed, there is no problem with women.

Furthermore, the simulation program determines a tire-wheel combination that can best reduce the RFT of the tire based on the measurement data of each wheel 2 from which high-order components have been removed and the measurement data of each tire 1. In addition, C.P.
33 and [[ΔM34] are known techniques, so their explanations will be omitted.

The tires 1 and wheels 2 that have been measured by the tire measurement stage 11 and the wheel measurement stage 21 are stored in an automatic storage facility 40, for example.

During storage, the computer 31 attaches a tire management number (not shown) to the tire 1! Then, a wheel tube 1'' bow (not shown) is placed on the wheel 2.

For example, the tire management number and wheel management number are made up of barcodes. An automatic vehicle 40 in which tires 1 and wheels 2 are stored is located on the right side of an automatically moving I/& transport means 41. 1 broadcasting means 41 is a tire 1 iJ
3 and wheels 2 to a predetermined location, or take them out from a predetermined shelf to a predetermined location. If & sending means 41 is input/output interface 32 of computer 31 and 1? They are connected to each other and move according to commands from the computer 31 to convey the tires 1 and wheels 2 determined through simulation to the roughening means 51.

The assembly means 51 is for automatically assembling the tire 1 and wheel 2 determined by simulation,
The assembly of the two is also carried out by instructions from the computer 31.

Next, a method for dispensing tires and wheels according to the present invention will be explained.

FIG. 1 shows a diagram illustrating a method of attaching fffU to a tire 1 and a wheel 2 in order to reduce the REV of the tire 1. In block 61 in the figure, the R F' V of the manufactured JNi tire 1 is measured by the tire measuring means 11 shown in FIG. Here, a marking is placed at the starting point of measurement Ha of tie N'1.
The measurement data of the RFV is input to the computer 31 in the same way as the block 62. In this case, the inputs to the computer 31 are sensor {t13 and {. ¥ number and ita from sensor 13]
is 43 times the pulse generated from the encoder 16 - cp
1, which is divided into two numbers and stored in the computer 31, that is, the R F V 1fi of the tire 1 is 360° from the virtual origin {or 720° from the virtual origin} or C', and this memory is performed for each pulse of the encoder 16.

In this embodiment, in order to minimize the performance error of the computer 31, measurements are taken at 249 points on the entire circumference, and the average of each 3 points is calculated as RF
It is set as V fil. Therefore, the number of data in the entire circumference is 831.

When the RFV constant data of the tires 1 is input to the computer 31, the computer 31 assigns a management number (bar code) to each tire 1, as shown in block 63. The barcode corresponds to the measurement data, and the measurement data can be known by reading the barcode given to the tire 1. As shown in block 64, the tire 1 to which the barcode has been attached is transferred to a predetermined shelf 4 of the automatic garage 40 by the vll transport means 41.
It is stored in 2.

In this embodiment, the measurement data of the REV of the tire 1 is directly sent to the computer 31, but it is also possible to enter data stored in a storage medium such as a magnetic tape into the computer 31. It may be. In this way, measurements can be made by the tire manufacturer. Further, if high-order components are removed from the tire 1 in the same manner as the wheel 2, it is possible to roughly improve the accuracy of the simulation. In other words, by removing the higher-order components, it is no longer affected by the pattern under the treads of the tire 1 or foreign matter adhering to the surface, and the hard rubber elasticity of the tire 1 can be accurately determined.

The vertical runout of the manufactured wheel 2 is measured by the wheel measuring means 21, as shown in block 65. Here, a marking is placed at the measurement start point of the wheel 1, but if the valve hole of the wheel is used as a reference, no marking is necessary. Measurement data of the vertical runout of the wheel 2 is input to the computer 31 as shown in block 66 . In this case, signals from the sensor 28 and encoder 27 are input to the computer 31, and the signal from the sensor 28 is divided into a plurality of parts based on pulses generated from the encoder 16 and stored in the computer 31.

In other words, the vertical vibration of the wheel 2 is 360 degrees from the virtual origin.
{or 720 degrees from the virtual origin}, and this storage is performed every pulse of the encoder 27.

In this case, similarly to the above, measurements are taken at 249 points around the entire circumference, and the average of 3 points each is taken as the vertical runout of each part. Therefore, the number of data in the entire circumference is 83. Note that if the measurement is started based on the valve hole, the point from the valve hole will be specified.

When the measurement data of the vertical runout of the wheels 2 is input to the computer 31, a bar is given to each wheel 2 by the computer 31, as shown in block 67. The barcode corresponds to the measurement data, and by reading the parcode given to Boy No. 17.2, the ζ measurement data can be known. As shown in box 68, the wheel 2 to which the barcode has been attached is
The transport means 4 is thus stored on a predetermined shelf 42 of the automatic storage room 40.

The tires stored in the automatic storage 40 and the wheels 2 are supplied to the vehicle production line in an assembled state.At this time, the tires 1 and the wheels 2 stored in the automatic storage 40 are From among these, the combination that can best reduce the R of the tire 1 when assembling the tire and wheel is determined by a computer simulation.

Here, the simulation of the combination of tire 1 and wheel 2 is based on the measured data of each wheel 2 from which the high-order component W2 is removed from the vertical runout raw waveform (actual measured waveform) W shown in FIG. This is done based on the measurement data of
(multidimensional components) can be obtained, and the accuracy of simulation can be greatly improved. Computer 31 i, I. , R of the tire 1 in the combined state by simulation
Calculate the EV, and if it does not exceed the AAA value, it is OK; if it does, perform another matching again.

Figure 4 shows the longitudinal vibration of wheel 2 and the RFV of tire 1.
and the R when tire 1 and wheel 2 are combined
．． It shows the fluctuation of FV. As shown in the figure, the variation in RFV of tire 1 (waveform W4) is expressed by the displacement of wheel 2 (waveform W4).
Waveform W3> is canceled out, and fluctuations in REV during assembly (waveform Ws>) are reduced.

In this way, the simulation requires the silk combination that can reduce REV the most.

When the optimum combination is determined through the simulation, as shown in step 70, the corresponding tire 1
and the wheel 2 are transferred to the white #J0 warehouse 40 by the conveying means 41.
It is taken out from the shelf and transported to the 51st stage of payment. As shown in block 71, the transported tire 1 and wheel 2 are assembled by the automatic assembly means 51 so that their markings have a predetermined relationship, and the tire 1 is automatically mounted on the wheel 2. It will be done.

In this way, the optimal combination is found from a large number of tires and wheels stored in the automatic storage, so the effect of reducing [[[V] of tire 1 is greater than in the conventional method.

[Effects of Intervention] As explained above, when using the tire and wheel dispensing method according to the present invention, it is possible to measure the fluctuations in the radial direction of a large number of tires, and also to measure the runout of a large number of wheels and use a computer. The high-order component of the longitudinal runout of the wheel is removed by When assembling the tire and wheel, we decided to find a rough match that can minimize the variation (RFV) in the half direction of the tire and the wheel, so when actually assembling the tire and wheel. It is possible to reliably reduce the RFV of the tire without attaching it.

Therefore, it is possible to prevent the occurrence of scratches during re-roughing as in the conventional case, and also eliminate the extra man-hours required for re-assembling.

In addition, since each tire and each wheel is given a management mark, the tires and wheels determined by the simulation can be quickly taken out, and the assembly work can be speeded up.

By reducing the RFV of the tires, the riding comfort of the vehicle can be improved, and it becomes possible to fully meet the demands of vehicle manufacturers.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing the procedure for assembling a tire and a wheel according to an embodiment of the present invention, FIG. 2 is a schematic diagram of a device used in the present invention, and FIG. The vertical runout waveform diagram of the wheel shown in Figure 4 is the combination of the tire and wheel in Figure 2.
! FIG. 1... Tire 2... Wheel 11... Tire measuring means 21... Wheel measuring means 31... Computer 40...・White dynamic storage 41... Conveying means 51... Assembling method patent Applicant: Topy Industries, Ltd. - (

Claims (1)

[Claims] 1. On the one hand, measure the fluctuation of the force in the radial direction of a large number of tires, input the measurement data of each tire into a computer, assign a management number to each tire, and on the other hand, measure the longitudinal force of a large number of wheels. The displacement of runout is measured, the measured data of each wheel is input into the computer, a management number is assigned to each wheel, and the computer calculates the higher order of variation in vertical runout of the measured data of each wheel. Components are removed, and a combination of tires and wheels is simulated based on the measurement data of each wheel from which the high-order components have been removed and the measurement data of each tire. A method for assembling a tire and a wheel, characterized by determining a combination that can most reduce the variation in force in the radial direction of the tire when assembling the tire with the wheel, and assembling the tire and wheel determined by the simulation. .