JPS59227504A - Automatic fitting device of car tire - Google Patents

Abstract

PURPOSE:To improve the rate of line operation by providing a nut discharge device in the vicinity of a tire fitting unit and having said device discharge a gripped nut at the time of occurrence of an abnormality. CONSTITUTION:A nut discharge device 150 is provided on the side of a tire phase adjustment device 20. The nut discharge device 150 is formed by four electromagnets 152 and a nut receiving box 153, while a nut runner 73 is opposed to the nut discharge unit 150. When equipping of a tire becomes impracticable and a tire fitting unit retreats to discharge the tire, the electromagnets 152 are excited due to a signal of abnormality and the nut runner 73 retreats. Accordingly, the nut N is attracted to the electromagnet 152. Subsequently, the electromagnet 152 is demagnetized to discharge the nut into the nut receiving box 153. Thus line stoppage is prevented and the rate of operation is improved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic tire mounting device for automatically mounting tires to a vehicle body in an automobile assembly process.

Some devices are already known that automatically perform tire mounting work, from tire mounting to bolt tightening, instead of manual labor (for example, Japanese Patent Laid-Open No. 52 -69074].

In addition to the tire mounting unit, this type of equipment requires many devices such as a tire transfer device, a bolt hole matching device, and a nut feeding device. By sandwiching them and placing them symmetrically on both sides, a tire mounting station is constructed.

By the way, the above-mentioned automatic tire mounting equipment does not take into account the so-called maintainability in the event that an abnormality occurs in the equipment itself. If it becomes impossible to carry out the work, please temporarily install the tire)
It was not possible to take an emergency measure to promptly remove the tires and nuts from the K set and assemble them to the vehicle body in a separate process, and the entire line had to be stopped and waited until the equipment itself was restored. No.

In addition, in order to take out the tires and nuts that have been set in the tire mounting unit, the operator must enter the device and remove them, which poses a problem in that the work itself is dangerous and the operating rate is significantly reduced. be.

This invention was made in view of the above points, and in order to improve the maintainability when an abnormality occurs on the equipment side and it becomes impossible to carry out tire mounting work, it is necessary to The present invention is characterized in that a nut discharging device is provided in the tire mounting unit, and when any abnormality occurs, the nut set in the tire mounting unit is automatically discharged by the nut discharging device.

Embodiments of the present invention will be described in detail below with reference to the drawings.
do.

First, the overall outline of the apparatus of the present invention will be explained based on FIGS. 1 and 2. Reference numeral 1 denotes a car body conveying line for positioning and linearly conveying the car body B on the trolley 2; 10 the car body conveying line; A tire conveyor installed above the conveyor line 1,
S, is a tire mounting station, and Sb is a backup station installed after the tire mounting station S1. The tire mounting station S1 includes a total of four tire mounting units 50 installed on both sides of the vehicle body transfer line 10, a tire phasing device 20 which also serves as a tire transfer device, a nut supply device 110, and a tire mounting unit 50. The position of the hub bolt attached to the side of the unit 50 is
In addition to the detection device 80, the backup station sb is comprised of a tire discharge conveyor 140 serving as a tire discharge area, a nut discharge device 150, etc. On the other hand, the backup station sb is equipped with a manual nut runner 8 in place of the tire mounting unit 50 described above.

At the tire mounting station S, the tire phasing device 20 receives the tires W dropped from the tire transport conveyor 10 and performs phasing. The upper hand unit 55 grips the wheel hub H.
It is attached to the body and tightened with a nut. At this time, when the tire W cannot be mounted on the wheel hub H side, the tire mounting unit 504A! If any abnormality occurs in the tire mounting station SI, the corresponding tire mounting unit 50 retreats to the reverse limit position and discharges the tire W it is gripping onto the tire discharge conveyor 140, thereby mounting the tire at the tire mounting station SI. The tire W that could not be completed is sent to the backup station sb. At this backup amplifier station sb, the tire mounting station yS,
Wait for the vehicle body Bi to be sent from the factory and install it manually by a worker. If it takes a long time to restore the tire mounting unit 50, the tires W, which originally would have been carried out from the tire transport conveyor 10 to the tire mounting station S1, are not inserted, but instead, The tire W is conveyed to the end of the tire conveyor 10 and sent directly to the back amplifier station sb. At this bank amplifier station sb, the tire W is temporarily attached manually by a worker. become.

Next, details of each of the above devices will be explained in order.

First, the car body B is firmly clamped by a clamping device 4 and a gauge plate 5 (FIG. 3) provided at appropriate positions on the bogie 2, and the car body B is linearly moved together with the bogie 2 on the car body transport line 1. Transport awn.

The tire conveyor 10 is arranged at a predetermined inclination just above the vehicle body conveyance line 1, and as shown in FIG. nl These sub conveyors lla and llb are backup stations 5b-
It has been extended by 2. Then, in the branching part 12, as shown in FIG.
As shown in AJ (B), a slider 14 is provided which is reciprocated in the horizontal direction by an air cylinder 13, thereby moving the tires W onto the left and right sub-conveyors 11&,
It is intended to be distributed to llb.

Further, tire loading mechanisms 15 are provided in seven rows at positions corresponding to right above the tire phase alignment devices 20 on the left and right sub-conveyors 11a and 11b.

As shown in FIG. 7, this tire loading mechanism 15 includes a retractable stopper 16 for stopping the tires W conveyed on the sub-conveyors lla and llb, and a retractable stopper 16 for stopping the tires W that have been conveyed on the sub-conveyors lla and llb. It is composed of a movable conveyor 17 that changes the attitude of the tire W to an upright position and drops its own weight, and a sliding shutter 19 that temporarily stops the tire W that has changed its attitude to an upright position in the chute 18, which will be described later. Tire phasing device 20 glue lid 24
The support holds the tire W in an upright position until someone comes to pick it up. Then, by placing the stopper 16 in a fully retracted state, the tire W is moved to the tire mounting station S1.
backup station directly without dropping it into
The structure is such that it can be transported up to point b.

The tire phase adjustment device 20 is for standardizing the relative positional relationship of the bolt hole 9 (Fig. 10) on the road wheel R side with respect to the hub holder 21 (Fig. 8) of the wheel hub H, and is shown in Fig. 9. It is structured like this. In FIG. 9, 22 is a base, 23 is a device body movably provided on the base 22, and 24 is guided to a guide rod 26 by the operation of an air cylinder 25 at the illustrated position δn, and a chute of the tire loading mechanism 15. It moves up and down between 18 and 7.
It is a tar. In addition, the tire cradle 27 is provided so as to be movable up and down so as not to interfere with the beam lid 24. It moves up and down to a position commensurate with the tire size and diameter of the vehicle type, and is provided with a row 230 rotatably driven by a motor 29 on the tire receiving surface. The height position of the tire pedestal 27 can be checked and detected by a group of multiple photoelectric switches 31 provided on the side thereof. In other words, lifter 24
When the tire W rises to the lower part of the chute 18 of the tire loading mechanism 15, the shutter 19 is retracted, and the tire W, which was waiting upright inside the chute 18, is transferred to the 7ter 24. nl furtherori 7ter 2
4 is lowered again at the lower limit position 1, so that the tire W is transferred to the tire pedestal 27.

A slider 32 is installed above the tire holder 27 and slides horizontally by the operation of an air cylinder 33.The slider 32 has two locating pins 34 and a light receiver 35B of a photoelectric switch 35. In addition, a tire centering center 36 is provided which is movable relative to the slider 32. Reference numeral 37 denotes a swing arm that can pivot around a hinge pin 39 by the operation of an air cylinder 38;
A photoelectric switch 350 and a light emitter 35A corresponding to the light receiver 35B are attached to the tip of the swing arm 37, and the swing arm 37 is rotated fully δ to connect the light receiver 35B and the light emitter 35A.
It is only by facing each other that it functions as a photoelectric switch. 40 are provided on both sides of the tire W on the tire pedestal 27 so as to face each other.
(However, in FIG. 9, one positioning arm 40 is drawn above the tire W for drawing purposes.) This positioning arm 40 slides by the operation of an air cylinder 41, is equipped with all guide rollers 42.

When the tire W is transferred onto the tire pedestal 27 as described above, the positioning arm 40 moves to the right in FIG. position.

Next, the slider 32 moves forward with respect to the tire W, and the center 36 moves forward independently, and the center 36 engages with the hub hole of the road wheel to perform centering, and the rocket pin 34 moves the road wheel R. Press against the disc. Thereafter, as the roller 30 is rotated, the tire W rotates around the center 36, and during the rotation, any one of the bolt holes 9 is completely passed through the photoelectric switch 350 between the emitter and receiver 35A, 35B. When the optical axis breaks, the rotation of the roller 30 immediately stops. 4 by seven strokes
Since the holes 9 are divided 11jL, the locating pins 34 are engaged with the respective bolt holes 9, and thus the phase alignment of the tires W is completed.

Here, the tire W whose phase alignment has been completed as described above will be held by a hand unit 55, which will be described later. When the unit 55 arrives, the swing arm 37 turns and retreats first, and when the tire W is gripped by the hand unit 55, the positioning arm 40 rotates due to the operation of the rotary cylinder 44 and retreats. do.

The tire mounting unit 50 takes the receiver from the tire Wf tire phasing device 20 on which the phasing has been completed, and then
It is attached to the extension side wheel noop (brake disc) H of the T car body and is in charge of tightening the nuts.
This is shown in FIGS. 5N and 10.

This installation 22) 50 can be roughly divided into X on Pace 51
An X-axis base 52 that can slide in the direction, and an X-axis base 5
2, a Y-axis base 53 that can slide in the Y direction, and a 2-axis base 54 that can be raised and lowered in the Z direction with respect to the Y-axis base 53.
and a hand unit 55 mounted on a two-axis base 54.
and a hub bolt position regulation/detection device 80 attached to the side of the hand unit 55, and the two-axis base 54 is configured to be rotatable in the θ direction and tiltable in the Y direction. There is. As a result, the tire mounting unit 50 as a whole constitutes a type of robot with a total of five axes, including three direct axes and two rotational axes.

That is, as shown in FIG. 10 (however, for drawing purposes, FIG. 10 is made by combining different cross-sectional views into one drawing), the X-axis base 52 is an The drive mechanism allows the guide rail 58 to slide in the 'kX direction, and the Y-axis base 53 can be slid along the guide rail 58.
It slides in the Y direction on the Q guide rail 61 by a Y-axis drive 5 mechanism consisting of a ball screw 60 and a ball screw 60. Further, the biaxial base 54 is rotatably supported by a sleeve 62, and this sleeve 62 is held by a holder plate 63.
3 is supported by a pin 65 connection to a collar 64. This collar 64 is installed vertically on the Y-axis pace 53.
The sleeve 62 is guided by a book guide post 66 (see FIG. 3) so that it can move up and down, and is therefore driven by a two-axis drive mechanism consisting of a motor 67 and a ball screw 68. The two-axis base 54 moves up and down in two directions. 9. Motor 67, ball screw 6B and collar 64
etc. also serves as a γ-axis drive mechanism that controls adjustment in the Y direction, and since one of the above-mentioned pin 65 joints is an elongated hole 69, if the feed amount of the pair of ball screws 68 is different from each other, The entire Z-axis base 54, including the entire sleeve 62, is
tilt in the direction. Incidentally, the tilt angle in the Y direction with respect to the horizontal plane referred to here corresponds to the camber originally possessed by the wheel hub H to which the tire is attached, as will be described later. Furthermore, the two-axis base 54 is connected to the motor 70.
It is possible to turn in the θ direction by a θ-axis drive mechanism consisting of a chain 71 and a θ-axis drive mechanism. Here, the turning angle in the θ direction not only functions as a swing turning angle of the hand unit 55, but also corresponds to the toe-in that the wheel hub H described above inherently has.

Therefore, the tire mounting unit 50 receives toe-in from the hash bolt position regulation/detection device 80, which will be described later.

Upon receiving a detection signal related to camber, the tire installation work is executed while controlling the attitude accordingly.

The hand unit 55, as shown in FIG. (Two were omitted). These tire hands 74 are opened and closed all at once each time the bracket 76 is slid by an air cylinder 75. Further, the base body 72 is moved to the two-axis base 54 by the operation of the air cylinder 77.
On the other hand, the nut runner 73 is configured to be able to slide independently in the X direction with respect to the base body 72 together with the auxiliary base 79 by the operation of another air cylinder 78.

The hub bolt position regulation/detection device (equipment) is for aligning the phase of the bolt hole 9 on the tire W side, which has been phase-aligned as described above, with the phase of the hub bolt 21 on the wheel hub H side. The details are shown in FIG. 11 (however, for drawing purposes, FIG. 11 is a composite of different cross sections into one drawing).

This hub bolt position regulation/detection device 80 is installed on the side surface of the base body 72 of the hand unit 55 described above, more specifically, at a position shifted by 90 degrees in phase with respect to the tire hand 74 when centered on the biaxial base. It is. Reference numeral 81 designates an abbreviated base plate, and the lower end of the base plate 81 is rotatably hinged to the base 72, while the upper end is connected to a damper unit 84 consisting of a coil spring 82 and a cushion rod 83. It is elastically supported through. A position detector (potentiometer) 85 is provided adjacent to the damper unit 84 to detect the position of the hub bolt 21 in the X direction.
Ring-shaped X direction detector 8 integrated with base plate 81
6 comes into contact with the hub bolt 21, the hinge bin 10
The position of the hub bolt 21 in the X direction is detected from the amount of displacement of the base plate 81 with rotation center 2 being the center of rotation.

88 is a substantially wedge-shaped two-way regulating plate that is vertically attached to the tip of the horizontal leg 81 of the base plate 81;
This two-direction regulating plate 88 is guided by a guide rod 90 and moves up and down by the operation of an air cylinder 89. By raising it in two directions as shown in FIG. The wheel hub H is rotated and restrained until the wheels (for example, 21b and 210) come into contact with the restriction surface 88a. Then, the two-direction detector 92 descends due to the operation of the air cylinder 91 and comes into contact with one hub bolt 21, so that the position of the hub bolt 21 in the z direction is detected by the position detector 95. It has become.

Further, 93 is a pair of arms rt and fC which are arranged opposite to each other on both sides in the horizontal direction, sandwiching the X-direction detector 86, and 94 is a Y-direction detector attached to the tip of the arm 93 (n).
However, the arm 93 and the Y direction detector 94 are
), this Y-direction detector 94 slides along the guide rod 97 together with the arm 93 by the operation of an air cylinder 96 arranged bridgingly between the two. The hub bolts 21 are inserted into both sides of the wheel hub H. Based on the amount of displacement of the arm 93, the entire position of the hub bolt 21 in the Y direction is detected by a position detector (potentiometer) 98 in the Y direction.

99A, 99B, 99C1l-1: Attached to the X direction detector 86 to detect the inclination of the wheel hub H (toe-in,
These inclination detectors 99A to 99C are located at three positions of the wheel hub H corresponding to P1, tPt + Pg, as shown in FIG. O (However, the 11th
In the figure, all three detectors are drawn on the same plane)
, each of the tilt detectors 99A to 99C't-Press the wheel hub H by the operation of the air cylinder 100 and measure its displacement using position detectors (potentiometers).
By detecting and calculating at 101A, 10IB, and 10IC, the entire inclination of the wheel hub H as a whole is detected. In other words, tilt detector 99 A and 9
By detecting and calculating the relative displacement amount of 9B, the toe-in, which is the horizontal inclination of the wheel hub H, is obtained.Similarly to t1, the relative displacement amount of the inclination detectors 99B and 99C is detected.
By performing the calculation, the camber, which is the vertical inclination of the wheel knob H, can be determined.

Here, a series of operations of the hub bolt position regulating/detecting device 80 described above will be explained using FIG. 12 as well as FIG. 8, FIG. 10, and FIG. 11.

This hub bolt position regulation/detection device 80 is in a state in which the biaxial base 54 is rotated 90 degrees in the θ direction and the hand unit 55 is facing the tire phasing device 20, that is, the hub bolt position regulation/detection device 80 is in a state where the The position of the hub bolt 21 is regulated and detected while facing the hub H. First, the X-axis motor 56
The X-axis base 52 moves forward due to the activation of the
Since the direction detector 86 comes into contact with the tip of the helical bolt 21, the entire base plate 81 tilts with the hinge bin 102 as the center of rotation. Then, a relatively rough position of the hub bolt 21 in the X direction is detected by the position detector 85 n1
The X-axis base 52 moves backward again.

Next, the two-way restriction plate 88 rises, and as shown in FIG. 8, two hub poles 21b are formed with respect to the restriction surface 88m.

The wheel hub H is forcibly rotated until the wheels 21e and 21e come into contact with each other, and then the two-way restriction plate 88 is lowered. Next, the pair of Y direction detectors 94 move forward relative to each other, and as shown in FIG.
Insert all the hub bolts 21 between the direction detectors 94.

From the amount of displacement of the Y direction detector 94 at this time, the position detector 98
The entire position of the hub bolt 21 in the Y direction is detected, and the other position detector 95 detects the entire position of the hub bolt 21 in the two directions. Then, the center position of the wheel hub H is calculated and determined based on the Y-direction position and the two-direction position of the hub bolt 21, and this center position information is fed back to the control system of the entire tire mounting unit 50. The center in the Y and Z directions is aligned with the center position of the wheel hub H. Note that at this time, the Y-direction detector 94 and the like have temporarily moved backward.

Subsequently, the inclination detectors 99A to 99C- are moved forward simultaneously to the three positions P on the wheel hub H as shown in FIG.
I, P! , P8, and position detectors 101A to 101C detect the inclination, toe-in, and camber of the wheel hub H.

Then, based on the detected data regarding toe-in and camber, the operation of the tire mounting unit 50 in the θ and γ directions is controlled, and the X-axis of the tire mounting unit 50 is corrected to be perpendicular to the wheel hub H surface. At this time,
Tire installation 22) 50 is θ.

By moving the wheel hub H in the Y direction, the center of the wheel hub H and the center of the tire mounting unit 50 in the Y and Z directions are aligned at n, so the tire mounting unit 50k is also moved in the Y and Z directions at the same time to correct the misalignment n. Do the following. By the above operation, the X axis of the tire mounting unit 50 becomes perpendicular to the surface of the wheel hub H.

Next, the Y direction detector 94 moves forward again and the position detector 98
The position of the hub bolt 21 in the Y direction is detected at
The two-direction detector 92 also advances, and the position detector 95 detects the two-direction position of the hub bolt 21, and the tire is remounted based on the finally determined position data of the hub bolt 21 in the Y and Z directions. The operation of the unit 500 in the Y and Z directions is controlled so that the center of the tire mounting unit 50 in the Y and Z directions coincides with the center of the boiler H surface. ,.

When the alignment of the tire mounting unit 50 and the wheel hub H is completed as described above, the tire mounting unit 5
0 has retreated once, and the hand unit 5 which has already taken the tire w-1 holder from the tire phasing device 20 and is gripping it.
5 rotates 90 degrees together with the biaxial base 54, so that the tire W held by the hand unit 55 and the wheel hub H face each other. Then, the tire mounting unit 5o moves forward in the X direction by moving the X-axis base 52 to the position where the hub bolt position was detected first, and further, the hand unit 55 moves forward independently by operating the air cylinder 77. Attach the gripped tire W to the hub bolt 21. Finally, by operating the air cylinder 78, the nut runner 7 is
3 moves forward and tightens the nut N that has been inserted into the nut runner 73 in advance, as will be described later, thereby completing the installation of the tire W.

The nut supply device 110 is a device for inserting and supplying pre-aligned nuts to all the nut runners 73, and its details are shown in FIGS. 13 to 15 (however.

See Figures 3 to 5]. This nut supply device 11
As shown in the figure, by the operation of the air cylinder 111, the nut 0 travels in the entire Y direction on the guide rail 113 horizontally suspended on the frame 112, and takes out all the nuts lined up in the magazine shooter 114 circle one by one. nut take-out unit) 115, and this nut take-out unit 115
The nut holder for taking the nuts and inserting and feeding them into the nut runner 73 on the hand unit 55 side is composed of a passing unit 116;
6 is configured to travel in the 't=Y direction on a guide rail 118 horizontally suspended on the frame 112 by the operation of an air cylinder 117.

As shown in FIGS. 14 and 15, the nut removal unit 115 includes a nut holder 121 that is vertically attached to a slide base 119 and can be raised and lowered by the operation of an air cylinder 120, and an air cylinder. 122
The gripper 123 at the terminal of the magazine shooter 114 is fully pushed open by rotating due to the operation of the mechanism (7) 7-m 124
The arm 12 consists of a
4 pushes open the gripper 123, so that the nuts N in the magazine shooter 114 are moved one by one to the nut holder 12.
1. Torikawa stone n1 Kibbutz Shlot 126 moves forward and its removal n
The nut holder is inserted into the nut holding hole 126 of the transfer unit 116.

On the other hand, the nut holder transfer unit 116 has four nut holding holes 126 formed therein.
27 t-equipment 0, this index plate 12
7 is provided with a bushing rod 130 which is rotated intermittently at a constant angle of 90 degrees by a rotary cylinder 128, and which is actuated by the plate 127 and cylinder 129. And this nut delivery unit 1
16 travels to a position corresponding to the nut take-out unit 115, and in cooperation with the nut take-out unit 115, the nut is held and travels to a predetermined standby position where it waits. After that, when the tire mounting unit 50 comes to this standby position to pick up the nut N, the bushing rod 130 moves forward and supplies the nut N' by pushing it into the tip of the nut runner 73. .

Next, even though the tire discharge conveyor 140 is once gripped by the hand unit 55, the wheel hub Tire installation station S for all tires that cannot be installed on the side
, and its details are shown in FIGS. 1, 2, and 3. As shown in the figure, a sub-conveyor 141 that is slightly inclined is arranged on the side of each tire mounting unit 50, and a main conveyor that is also slightly inclined is arranged to intersect with the sub-conveyor 141. 142 is extended to the bank amplifier station sb side.

Then, the nfC tire W is once held by the tire hand 74.
If the tire W' cannot be mounted, the hand unit 55 receives the abnormality signal and turns and retreats to the ejecting position shown in FIG. 5, thereby placing the tire W' on the sub-conveyor 141. Then, as the tire hand 74 opens, the tire W completely rolls on the sub-conveyor 141, falls over at the junction with the main conveyor 142, and falls due to its own weight to the backup station sb on the main conveyor 142. It will fall and be transported.

On the other hand, the nut discharging device 150 is for discharging all the nuts N prepared for the tire from the nut runner 73 in addition to discharging the tire that cannot be mounted as described above. The tire phasing device 20 is provided on the side of the tire phasing device 20. This nut ejecting device 150 has a main body 151 as shown in FIG.
In addition to being equipped with four electromagnets 152 in a circle, the nut holder has a box 153, and after ejecting the tire, the nut runner 73 is placed opposite the entire nut ejecting device 150, and the nut runner 73 is moved back while the electromagnets 152 are energized. By doing so, the nut N is attracted to the electromagnet 152. After that, by demagnetizing the electromagnet 152, the nut holder is placed in box 1.
53 will be discharged at the same time.

Another nut discharging device 150, as shown in FIG. 18, has an elastic body 156 attached to the rond end of a cylinder 155, which fits into an N-shaped hole. That is, the elastic body 156 is inserted toward the nut N of the nut runner 73 and taken out to the nut N'. While the cylinder 155 is contracting, the elastic body 156 completely passes through the hole 158 of the main body 157, but the nut N is caught on the main body 157, and the nut N is ejected into the box 153.

Next, a series of operations of the automatic tire system having the above structure will be explained based on FIG. 17.

First, when the trolley 2 that is positioning the vehicle body B reaches the tire mounting station SI and moves to the positioning station SI, the suspension system 2 is pushed up by the lift lid 6 shown in FIGS. Constrain to a certain height position. At this time, the hand unit 55 of the tire mounting unit 50 is in the left turning position as shown in FIG. Therefore, the knob/bolt position regulation/detection device 80 faces the wheel hub H. Then, the tire mounting unit 50 moves forward in the X direction, and the knob bolt regulating/detecting device 80 detects the position of the knob bolt 21 and detects toe-in, camber, etc. Based on the detected data, the tire mounting unit 50 advances in the X direction. The tire mounting unit 50 is aligned with respect to H (FIG. 11).

On the other hand, in parallel with this positioning of the tire mounting unit 50, on the nut supplying device 110 side, the nut is transferred in preparation for the next tire. (Currently, the nut for fixing the tire held by the hand unit 55 is in the nut runner 73.
(inserted within).

As for the tire phasing device 20, tire phasing work is also in progress in preparation for the next tire installation.

Subsequently, when the alignment of the tire mounting unit 50 with respect to the wheel hub H is completed, the tire mounting unit 50 is once retreated in the X direction, and the hand unit 55 is rotated 90 degrees to the right in FIG. The state shown is as follows. As a result, the tire W and the wheel hub H, which are held in the grip unit 5j, face each other for the first time. Then, the tire mounting unit 50 moves forward again in the X direction by fully moving the X-axis base 52, and further, the hand unit 55 moves forward independently by operating the air cylinder 77, so that the hub bolt 21 and bolt hole 9 are aligned. Then, the tires W are mounted. Thereafter, by further operating the air cylinder 78, the nut runner 73 moves forward to tighten the nut N, and at the same time, its torque is checked.

When the installation of the tire W is completed in this way, the tire hand 74 is opened and the hand unit 55 and nut runner 73 are moved backward, and the tire mounting bracket 50 is also moved backward in the X direction. Then, after the nut runner 73 picks up the next four nuts N from the nut transfer unit 116, the hand unit 55 rotates 90 degrees to pick up the next tire hand from the tire phasing device 20. I will go to

Here, if it becomes impossible to mount a tire for some reason as described above, the corresponding tire mounting unit 50 moves back to the reverse limit position, discharges the tire W it is gripping onto the sub-conveyor 141, and removes the nut. N=
The tires are discharged by the i-nut discharge device 150, and the companion tires W that cannot be mounted at the tire mounting station S1 by the 7-wheeler are sent to the rear stage back amplifier station sb by the tie/conveyor 142. At this time, at backup station sb, the occurrence of uninstalled tires and the cause of the problem are displayed on a display device (not shown), so the worker waiting at backup station sb is sent from tire mounting station S1 Waiting for the car body B to arrive, the tire W is manually installed using the nut runner 8.

If the tire mounting becomes impossible due to an abnormality on the tire mounting unit 50 side and it takes a long time to recover, the system should normally move from the tire conveyor 0 to the tire phasing device 20 of the tire mounting station S1. However, the tires W are not inserted into the tire W, but are conveyed to the end of the tire conveyor 10, and then directly sent to the backup station sb. During the work, tire installation work will be carried out.

As a result, the entire line does not have to be completely stopped, which leads to an improvement in the operating rate.

As is clear from the above description, according to the present invention, a nut discharging device is provided to automatically discharge the nuts in the event of an abnormality in the device. If it becomes impossible to perform the task, emergency measures can be taken, such as taking out the tire along with the Naratra tire and assembling it on the vehicle body in another process, and also allowing the worker to enter the equipment and remove the entire nut. It is easy to maintain since there is no need to export it to Europe.

This can contribute to improving operating rates and safety.

[Brief explanation of drawings]

Fig. 1 is an explanatory plan view showing the overall outline of the device of the present invention, Fig. 2 is an explanatory front view of Fig. 1, Fig. 3 is an explanatory plan view of the tire mounting unit, and Fig. 4 is a front view of Fig. 3. , Fig. 5 is a side view of Fig. 3, Fig. 6 (A) is a cross-sectional explanatory view 1 showing details of the main parts of the tire conveyor, and Fig. 6 (B) is a side explanatory view of the prisoner (A). , FIG. 7 is an explanatory diagram showing details of the tire loading mechanism, FIG. 8 is a front view showing details of the wheel hub, FIG. 9 is a cross-sectional explanatory diagram showing details of the tire phasing device, and FIG.
0 C is a cross-sectional explanatory diagram showing details 2 of the tire mounting unit, FIG. 11 is a cross-sectional explanatory diagram showing details of the hub bolt position regulation/detection device, FIG. The figure is an overall explanatory view of the nut feeding device, FIG. 14 is an explanatory view of the I1 side of FIG. 13, FIG. 15 is a side explanatory view of the main part of FIG. The 17th quotient is a timing chart for explaining the entire operation of the entire device of the present invention, and FIG. 18 is an explanatory diagram showing the other part 91 of the nut discharging device. S8... Tire mounting station, Sb... Back amplifier station, W... Tire, B...
Vehicle body, ■...Wheel 1, 1...Car body conveyance line, 10...Tire conveyor, 15...Tire input mechanism, 20...Tire phase alignment device, 50...
・Tire mounting unit, 55...hand unit, 7
3...Nut runner, 140...Tire discharge conveyor (tire discharge area), 150...Nut discharge device, N...Nand. Fig. 7, W [-' -] 1-re Fig. 8

Claims (1)

[Claims] (1) Tire mounting units are arranged on both sides of the vehicle body transport line, and the tires transported by a predetermined transport means are transferred to the tire mounting unit, which is then mounted on the wheel hub on the vehicle body side. In this device, a nut discharging device is provided near the tire mounting unit to tighten the nuts using a nut runner provided in the tire mounting unit, so that if an abnormality occurs on the tire mounting unit side, the tire mounting unit is tightened. ) An automatic military tire mounting device characterized in that when the gripped tire cannot be mounted, the nut held in the nut runner is automatically discharged by a nut discharging device. .