JPS59227505A - Automatic fitting device of car tire - Google Patents

Abstract

PURPOSE:To improve efficiency by mounting a hand unit on bases capable of movement in the directions of orthogonal three axes, swivelling in a horizontal plane and slanting movement. CONSTITUTION:A fitting unit 50 is formed by X axis base 52, Y axis base 53, Z axis base 54, a hand unit 55 mounted on Z axis 54 and a hub bolt position control detector 80 provided on the side of the hand unit 55. Further, Z axis base 54 is formed so as to be capable of swivelling in (theta) direction and slant movement in (gamma) direction. Thus, after receiving signals of detection of toe-in and camber from the hub bolt position control detector 80, relative movements of the bases in directions of X, Y, Z axes are made by means of respective motors and also swivelling in (theta) direction, slant movement in (gamma) direction are made to control posture of the tire W. By this manner, movements in three axial directions, swivelling and slant movement are automatized and efficiency can be 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, in Japanese Patent Application Laid-Open No. No. 52-31407, Japanese Patent Application Laid-open No. 53-48284). In this type of equipment, a tire mounting unit is installed on the line side of the car body transfer line that grips the tire and moves forward and backward, and by moving this tire mounting unit forward, the tire is mounted on the wheel hub on the car body side. This involves even tightening the nuts.

Similarly, the above-mentioned tire mounting unit usually has the function of moving in each of three orthogonal axes directions and the function of turning around a vertical axis.

By the way, in the above-mentioned tire mounting device, the wheel hub itself to which the tire is mounted usually has a certain inclination angle called camber in addition to toe-in, so the tire mounting unit is attached to the wheel hub surface. It is necessary to align the grip centers of the tires on the sides at right angles.

In order to provide the above position adjustment function on the tire mounting unit side, it is necessary to incorporate a mechanism that tilts the tire mounting unit in accordance with the camber described above, which reduces the number of operating axes of the tire mounting unit. Increasing the number of shafts increases the complexity and size of the structure, as well as increases the cost.

This invention was made in view of the above points, and an object of the present invention is to provide an efficient automatic tire mounting device that can provide the above-mentioned tilting function without structurally increasing the number of operating axes. For this purpose, in the present invention, a base group consisting of a base that can be relatively movable in three orthogonal axes directions and a force γ-axis base that can be tilted in the '6r direction around the horizontal axis is used. is equipped with a hand unit consisting of a tire hand and a nut runner, and the hand unit is configured to be movable in three orthogonal axes including a vertical axis, pivotable around the vertical axis, and tilted around a horizontal axis. By making it possible, the tire mounting unit is configured. Then, the front and rear ends of the γ-axis base are individually connected and held by horizontal pins to collars that can be moved independently in the vertical axis direction, and one of the pin joints is connected to a long joint. and a drive mechanism for independently moving the collars,
A feature is that this drive mechanism is shared by a drive system in the vertical axis direction and a drive system in the γ direction.

Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

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 S.

The tire mounting station SI includes a total of four tire mounting units 50 installed on both sides of the vehicle body conveyance line 1,
The tire carrier is a tire phasing device 20 that also serves as a transfer device.
, a nut supply device 110 , and a tire mounting unit 50
Hub bolt position regulation/detection device 80 attached to the side of
In addition to the tire discharge area, tire discharge conveyor 1
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.

Then, 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 nut unit 55 grips it, attaches it to the wheel hub H, and tightens the nut. At this time, if any abnormality occurs on the tire mounting unit 50 side, such as when the tire W cannot be mounted on the wheel hub H side, the tire mounting unit 50 in question moves back to the rearward limit position and grips it. Tires W are discharged onto a tire discharge conveyor 140, whereby tires W that cannot be mounted at the tire mounting station S are sent to a backup station sb. After waiting, it is installed manually by the worker.

If it takes a long time to restore the tire mounting unit 50, the tires W, which would normally be fed from the tire transport conveyor 10 to the tire mounting station SI, are not pressed and the tires W are The tire W is transported to the end of the transport conveyor 10 and directly sent to the backup station sb, where the tire W is temporarily attached manually by an operator.

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

First, the car body B is firmly clamped by a clamp device 4 and a gauge plate 5 (FIG. 3) provided at appropriate positions on the bogie 2, and is linearly transported along the car body transport line 1 along with the bogie 2. Ru.

The tire conveyor 10 is arranged at a predetermined inclination just above the vehicle body conveyance line 1, and as shown in FIG. 1, it branches into left and right sub-conveyors 11a and 11b before the tire mounting station S. , these sub-conveyors 11a, 11b are extended to backup station Sb.

As shown in FIG. 6 (4) (■), the branching portion 12 is provided with a slider 14 that is reciprocated in the horizontal direction by an air cylinder 1. It is intended to be divided into

Further, a tire loading mechanism 15 is provided at a position corresponding to right above the tire phasing device 20 on the left and right sub-conveyors 1ja and 11b, respectively. As shown in FIG.
a, 11b, a retractable stopper 16 for stopping the transported tires W; a movable conveyor 17 for changing the posture of the tires W stopped by the stopper 16 to an upright position and dropping them under their own weight; It consists of a sliding shutter 19 that temporarily stops the tire w6 whose posture has been changed in the shooter 18, and keeps the tire W upright until a lid 24 of a tire phasing device 20 (to be described later) comes to pick it up. It is to be kept in the same condition. Further, by placing the stopper 16 in a fully retracted state, the tire wl can be directly transported to the backup station sb without dropping it to the tire mounting station S.

The tire phasing 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 bolt 21 (Fig. 8) of the wheel hub H, and is shown in Fig. 9. It is structured as follows. In FIG. 9, 22 is a base, 23 is a device main body movably provided on the base 22, and 24 is guided by a guide rod 26 by the operation of an air cylinder 25 to move the chute 18 of the tire charging mechanism 15 to the illustrated position. It is a lifter that moves up and down with an open sound. In addition, 27 is a tire pedestal that is provided so as to be able to be raised and lowered in a manner that interferes with the beam lid 24. This tire pedestal 27 is capable of applying a vehicle type signal from the outside to the motor 28 that is its driving source. The roller 60 is moved up and down to a position commensurate with the tire size and diameter of the vehicle type, and the tire receiving surface is provided with a roller 60 that is rotationally driven by the motor 29. Then, the height position of the tire pedestal 27 is checked by a group of multiple photoelectric switches 31 provided on the side thereof.
It is now detected. That is, when the lifter 24 rises to the lower part of the chute 18 of the tire loading mechanism 15, the shutter 19 described above is retracted, and the tire W that was waiting in the upright state within the chute 18 is thereby retracted.
is transferred to the lifter 24, and the lifter 24 descends again to the lower limit position, so that the tire W is transferred to the tire pedestal 27.

Further, 62 is a slider that is installed above the tire holder 27 and slides in the horizontal direction by the operation of an air cylinder 66.This slider 62 has two locate pins 64 and a photodetector 35B of the photoelectric unit 65. A tire centering center 66 is further provided which is movable relative to the slider filter 2. 67 is a swing arm that can rotate around a hinge pin 69 by the operation of an air cylinder 68, and this swing arm 7-A67
At the tip of the photoelectric switch 6 corresponding to the light receiver 35B
No. 5 light projector 35A is attached, and only when the swing arm 67 is rotated to make the light receiver 35B and the light projector 35A face each other, does it function as a photoelectric switch. A pair of tire positioning arms 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 shown as a tire ), this positioning arm 40 is connected to the air cylinder 4
1, and is provided with a guide roller 42'1c at the tip.

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, slider 6
2 moves forward with respect to the tire W, the center 66 further moves forward independently, and the center 66 moves forward with respect to the road wheel.
- The locate pin 34 engages with the hole and performs centering, and the locate pin 34 comes into pressure contact with the disc of the road wheel R.

Thereafter, the roller 60 is rotationally driven to rotate the tire W around the center 66, and during the rotation, the photoelectric switch 650 is inserted through one of the bolt holes 9.
When the optical axes between the receivers 65A and 65B are connected, the roller 6
0's rotation stops immediately. This allows the four bolt holes 9 to be indexed.
are engaged with the bolt holes 9, respectively, and with this, the tire W
Phase alignment is completed.

Here, the tire W whose phase alignment has been completed as described above will be gripped by a hand unit 55, which will be described later. The swing arm 67 turns and retreats earlier than that, and the positioning arm 40 rotates and retreats by the operation of the rotary cylinder 44 when the tire W is gripped by the tire unit 55.

The tire mounting unit 50 receives the tire W whose phase has been aligned from the tire phase alignment device 20, attaches it to the wheel knob (brake disc) H on the vehicle body B side, and controls the tightening of the nut. The details are explained in Part 3.
5 and 10.

This mounting unit 50 is roughly divided into an X-axis base 52 that can slide on a base 51 in the X direction;
A Y-axis base 56 that can slide in the upper t-Y direction, and a Z-axis base 54 that can be raised and lowered in the Z direction with respect to the Y-axis base 56
and a hand unit 55 mounted on a two-axis base 54.
and a hub bolt position regulating/detecting device 80 attached to the side of the hand unit 55, and the biaxial base 54 is configured to be able to pivot in the θ direction and tilt in the Y direction. As a result, the tire mounting unit 50 as a whole constitutes a type of robot with a total of five axes, three linear axes and two rotational axes.

In other words, Fig. 10 (7'c), Fig. 10 is for drawing purpose,
The X-axis base 52 has a motor 56 and a ball screw 57,
The X-axis drive mechanism consists of
The Y-axis base 56 can be slid in the direction of the motor 5.
9 and a ball screw 60, it slides on the guide rail 61 in the Y direction. Further, the two-axis base 54 is rotatably supported by a sleeve 62, and this sleeve 62 is held by a γ-axis base 66, which is further supported by a pin 65 connected to the collar 64. There is. This collar 64 is connected to three guide bosses 66 (third
(see figure), so that the two-axis base 54 including the sleeve 62 moves up and down in two directions by driving a two-axis drive mechanism consisting of a motor 67 and a ball screw 68. In addition, the motor 67, ball screw 68, collar 64, etc. also serve as an X-axis drive mechanism that controls adjustment in the Y direction, and since one of the aforementioned pin 65 connection parts is an elongated hole 69, a pair of By making the feed amounts of the ball screws 68 different from each other, the entire biaxial base 54 including the sleeve 62 is tilted in the γ direction. Similarly, the tilt angle in the γ direction with respect to the horizontal plane herein corresponds to the camber originally possessed by the wheel knob H to which the tire is to be attached, as will be described later. Further, the z-axis base 54 can be rotated in the θ direction by a θ-axis drive mechanism consisting of a motor 70 and a chain 71. Here, the turning angle in the θ direction not only functions as a swing turning angle of the steering 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 detection signals regarding toe-in and camber from a hub bolt position regulation/inspection device 80, which will be described later, and executes tire mounting work while controlling the attitude accordingly.

As shown in FIG. 10, the hand unit 55 also includes four nut runners 73 within its base body 72, and three hinged tire hands 74 on the outer periphery of the base body 72 (however, The remaining two have been omitted). These tire hands 74 are arranged to open and close all at once by sliding a bracket 76 using an air cylinder 75. In addition, the base 7
2 slides in the X direction on the biaxial base 54 by the operation of an air cylinder 77, while the nut runner 76 can independently slide in the X direction with respect to the base 72 together with the auxiliary base 79 by the operation of another air cylinder 78. It becomes.

The hub bolt position regulation/detection device 80 is for matching the phase of the bolt hole 90 on the tire W side, which has been phased as described in 17 above, with the phase of the hub bolt 210 of the wheel hub HItl. As shown in Figure 11 (
However, for drawing purposes, Figure 11 is a composite of drawings 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 supports a damper unit 84 consisting of a coil spring 82 and a cushion rod 86. 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.
Base plate 81. ! When the two-piece O-ring shaped X direction detector 86 comes into contact with the hub bolt 21, the position of the hub bolt 21 in the X direction is detected from the amount of displacement of the base plate 81 with the hinge bin 102 as the center of rotation.

Reference numeral 88 denotes a substantially wedge-shaped Z direction regulating plate vertically attached to the tip of the horizontal leg 8ta of the base plate 81. This Z direction regulating plate 88 is guided by a guide rod 90 and raised and lowered by the operation of an air cylinder 89. It works, the 8th
By raising it in two directions as shown in the figure, two adjacent
The wheel is rotated and restrained until the two hub bolts 21 (for example, 21b and 21c) contact the restriction surface 88a. And air cylinder 9
1, the z-direction detector 92 descends and comes into contact with one hub bolt 21, and thereby the hub bolt 2
1 in the Z direction is detected by a position detector 95.

Reference numeral 96 denotes an X-direction detector 86f, a pair of arms sandwiching it and facing each other on both sides in the horizontal direction, and 94 an arm 9.
(fc
However, the arm 96 and the Y-direction detector 94 are drawn with their positions shifted in the vertical direction), and this Y-direction detector 94 is connected to the actuation of the air cylinder 96 disposed as a bridge between them. The guide rod 9 together with the arm 96
7 to insert the hub bolts 21 from both sides of the wheel hub H. Based on the amount of displacement of the arm 96, a position detector (
The position of the hub bolt 21 in the Y direction is detected by a potentiometer (potentiometer) 98.

99A, 99B, and 99C are detectors attached to the X direction detector 86 to detect the tilt of the wheel hub H (including both toe-in and camber);
As shown in Fig. 8, A to 99C are respectively arranged at the positions corresponding to the three locations p, , p, , p, on the wheel hub H (however, in Fig. 11, the three detectors are ), each of the tilt detectors 99A to 99C'! The operation of the i-air cylinder 100 presses the wheel hub H, and the amount of displacement is measured by the respective position detectors (bodies) 101A, 101.
B, 101CK is detected and calculated to detect the inclination of the wheel hub H as a whole. That is, by detecting and calculating the relative displacement amount of the inclination detectors 99A and 99B, the toe-in, which is the inclination of the wheel hub H in the left-right direction, is determined, and in the same way, the relative displacement amount of the inclination detectors 99B and 99C is detected and calculated. By doing so, the camber, which is the vertical inclination of the wheel hub H, is 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 operates when the two-axis pacer 54 turns 90 degrees in the θ direction and the hand unit 55 faces the tire phasing device 20, that is, the hub bolt position regulation/detection device 80 The position of the hub bolt 21 is regulated and detected while the hub bolt 21 is facing the hub H. First, the X-axis motor 56
Upon activation, the X-axis base 52 moves forward, causing the X-direction detector 86 to come into contact with the tip of the hub bolt 21, causing the entire base plate 81 to tilt around the hinge pin 102. Then, a relatively rough position of the hub bolt 21 in the X direction is detected by the position detector 85, and the X-axis base 52 moves backward again.

Next, the two-way restriction plate 88 rises, and as shown in FIG. 8, the two hub bolts 21b are attached to the restriction surface 88a.

The wheel hub H is forcibly rotated until the wheels 210 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 hub bolts 21 in between. A position detector 98 detects the position of the hub bolt 21 in the Y direction based on the amount of displacement of the Y direction detector 94 at this time, and another position detector 95 detects the position of the hub bolt 21 in the Z direction. Then, the hub bolt 21
The center position of the wheel hub H is calculated based on the Y direction position and Z direction position amount, and this center position information is fed back to the tire mounting unit 500 control system to determine the Y and Z direction center of the tire mounting unit 50. The wheel hub H
Match the center position of Similarly, at this time, the Y-direction detector 94 and the like have temporarily retreated.

Subsequently, the inclination detectors 99A to 99C'i are moved forward all at once to the three positions p and 9 on the wheel hub H, as shown in FIG.
, p, , p, respectively, so that the position detectors 101A to 101C detect the inclination of the wheel hub H, that is, the toe-in and camber, respectively. 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, by moving the tire mounting unit 50 in the θ and γ directions, the center of the wheel hub H and the Y of the tire mounting unit 50 are
, the center in the Z direction becomes misaligned, so the tire mounting unit 50' is simultaneously moved in the Y and Z directions to correct the misalignment. 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 entire position of the hub bolt 21 in the Y direction is detected, and
The two-direction detector 92 also moves forward, and the position detector 95 detects the position of the hub bolt 21 in the Z direction. Based on the finally determined position data of the hub bolt 21 in the Y and Z directions, the tire mounting unit is moved again. 50 in the Y and Z directions to align the center of the tire mounting unit 50 in the Y and Z directions with the center of the wheel hub 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 50
The hand unit 55, which has already received and gripped the tire W from the tire alignment device 20, rotates 90 degrees together with the two-axis base 54, thereby causing the tire W held by the hand unit 55 to It looks like the wheel hub H faces each other. Then, the tire mounting unit 50 moves forward in the X direction by moving the X-axis base 52 to the position where the hub bolt position [is detected], and further, the hand unit 55 moves forward independently by acting on the air cylinder 771 and grips the hub bolt. Tire Wf: is attached to the hub bolt 21. Finally, by operating the air cylinder 78, the nut runner 76 moves forward, and as will be described later, the nut N previously inserted into the nut runner 76 is tightened, thereby completing the installation of the tire W.

The nut feeding device 110 is a device for inserting and feeding pre-aligned nuts into the nut runner 76, and its details are shown in FIGS. 13 to 15 (however, FIGS. 3 to 5
(see figure). As shown in the figure, this nut supply device 110 is operated by an air cylinder 111 to feed the frame 1.
A nut take-out unit 115 runs in the eY direction on a guide rail 116 horizontally mounted on the magazine shooter 114 and takes out the nuts arranged in the magazine shooter 114 one by one.
The nut holder for picking up nuts from the nut take-out unit 115 and inserting and feeding them into the nut runner 76 on the hand unit 55 side is composed of a passing unit 116; It runs in the Y direction on a guide rail 118 that is horizontally suspended on the operating frame 112.

As shown in FIGS. 14 and 15, the nut take-out 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.
an arm 124 that rotates when operated to push open a gripper 125 at the terminal of the magazine shooter 114;
The tip of the arm 124 engages with the bushing rod 126, which moves back and forth due to the operation of the horizontally arranged air cylinder 125, and pushes open the gripper 126, so that the nuts N in the magazine shooter 114 are picked up one by one onto the nut holder 121. When the bushing rod 126 moves forward, the nut N taken out is transferred to the transfer unit 1.
It is inserted into the 126 threads of the 16 nut holding holes.

On the other hand, Natsuto Uke's handover unit 116 plays 4 pieces)
127t-equipped with this index plate 12
7 is intermittently rotated at a constant angle of 90 degrees by a rotating cylinder 128, and a bushing rod 160 operated by an air cylinder 129 is provided on the back side of the plate 127 in correspondence with each nut holding hole 126a. ing. And this nut holder is the passing unit 11
6 travels to a position corresponding to the nut take-out unit 115, receives the nut (Nt) of the nut take-out unit 115, and travels again to a predetermined standby position to wait. Thereafter, when the tire mounting unit 50 comes to the standby position to pick up the nut N, the bushing rod 130 moves forward and pushes the nut N into the tip of the nut runner 76 to supply the nut.

Next, the tire discharge conveyor 140 is attached to the wheel hub H side even though it is once held by the hand unit 55 due to a failure on the tire mounting unit 50 side, or due to an incorrect phase or torque between the hub bolt 21 and the bolt hole 9. This stage is for discharging unfit tires and transferring them to the back-up stage 1sb side after the tire mounting stage S, the details of which are shown in FIGS. 1, 2, and 3.

As shown in the figure, a slightly inclined sub-conveyor 141 is arranged on the side of each tire mounting unit 50, and a nine main conveyor 142 which is also slightly inclined and intersects with these sub-conveyors 141 is installed as a backup station. It is provided so as to extend toward the sb side.

If the tire W once gripped by the tire hand 74 cannot be mounted, the hand unit 55 receives the abnormality signal and turns to the ejecting position shown in FIG. Place it on the conveyor 141. Then, as the tire hand 74 opens, the tire W rolls on the sub-conveyor 141, and the main conveyor 1
The main conveyor 1 fell down at the confluence with the main conveyor 1.
42 to the backup station sb due to its own weight.

On the other hand, the nut discharging device 150 is for discharging the nuts Ne from a nut runner 76 prepared for the tire Wf that cannot be mounted as described above, and is shown in FIG. They are respectively provided on the sides of the tire phasing device 20. This nut discharging device 150 has a main body 15 as shown in FIG.
1 contains four electromagnets 152, and the nut holder is a box 153'! i: After ejecting the tire, the nut runner 76 is placed opposite the nut ejecting device 150 and the nut runner 75 is moved backward while energizing the first electromagnet 152, so that N is attracted to the electromagnet 152. . Thereafter, the nut receiver is ejected into the box 156 by demagnetizing the electromagnet 152.

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

First, when the trolley 2, which is positioning the vehicle body Bt-, reaches the tire mounting station S+ and is positioned, the lift cover 6 shown in FIGS. 3 and 5 rises, pushing up the suspension system and lifting the wheel hub H. 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. The hub 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 hub bolt regulation/detection device 80 detects the position of the hub bolt 21, toe-in, lateral camber, etc., and based on the detected data, the tire mounting unit relative to the wheel hub H 50 alignments are performed (Figure 11)
. On the other hand, in parallel with this positioning of the tire mounting unit 50, the nut is being transferred on the nut supplying device 110 side in preparation for the next tire, and the nut that has received the nut N is transferred to the transfer unit 116. The nut for fixing the tire metal, which is currently held by the hand unit 55, is waiting in a predetermined position.
6).

Further, on the tire phasing device 20 side, 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 core 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 shown. As a result, the tire W held by the hand unit 55 and the wheel hub H face each other for the first time.

Then, the tire mounting unit 50 moves forward in the X direction again by 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 the bolt hole 9 are aligned. The tire W is mounted. Thereafter, by further operating the air cylinder 78, the nut runner 73 is
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 opens and the hand unit 55 and nut runner 76 move backward, and the tire mounting unit 50 also moves backward in the X direction. After the nut runner 76 picks up the next four nuts N1Fc from the nut receiver ff&I'll have to go get it.

Here, if it becomes impossible to mount a tire for some reason as described above, the corresponding tire mounting unit 50 retreats to the reverse limit position, discharges the tire W it is holding onto the subconveyor 141, and then returns the tire W to the subconveyor 141. N is discharged by a nut discharging device 15°, whereby tires W that could not be mounted at the tire mounting station S are sent to a subsequent backup station Sb by the main conveyor 142. At this time, at backup station Bb, the occurrence of uninstalled tires and the cause are displayed on a display device (not shown), so the worker waiting at backup station sb is sent to tire mounting station S. After waiting for the vehicle body B'ft, the tire W is attached manually using the nut runner 8.

If tire mounting becomes impossible due to an abnormality on the tire mounting unit 50 side and it takes a long time to recover, the tire phasing device 20 from the tire conveyor 10 to the tire mounting station S should The tires W are not inputted in the same manner as before, and the tires W are transported to the end of the tire transport conveyor 10 and directly sent to the back-up station sb. Tire installation work will be carried out at

As a result, the entire line does not have to be stopped, which improves the operating rate.

As is clear from the above description, according to the present invention, the θ-axis drive mechanism that rotates the hand unit around the vertical axis and the γ-axis drive system that tilts the hand unit about the horizontal axis are shared. As a result, the structure and control system of the entire device can be simplified and downsized, which is advantageous in terms of space and cost.

[Brief explanation of the drawing]

Fig. 1 is an explanatory plan view schematically showing the entire device of the present invention, Fig. 2 is an explanatory front view of Fig. 1, Fig. 3 is a plan view of the tire mounting unit, and Fig. 4 is a front view of Fig. 3. , Figure 5 is a side view of Figure 3, Figure 6 is a cross-sectional explanatory view showing details of the main parts of the tire conveyor, Figure 6 (B) is a side view of the same figure, and Figure 7 is a side view of Figure 3. FIG. 8 is a front view showing details of the wheel hub, FIG. 9 is a cross-sectional view showing details of the tire phasing device, and FIG. 10 is a detailed view of the tire mounting unit. FIG. 11 is a cross-sectional explanatory diagram showing details of the hub bolt position regulation/detection device, FIG. 12 is a flowchart showing the operation of the device shown in FIG. 11, and FIG. 13 is an overall explanatory diagram of the nut supply device. , Fig. 14 is a side explanatory view of Fig. 13, Fig. 15 is a side explanatory view of the main part of Fig. 14, and Fig. 16 is a detailed side view of the nut discharging device 2.
The explanatory diagram shown in FIG. 17 is a timing chart for explaining the operation f of the entire device of the present invention. Sl...Tire mounting station Sb...B/
/'7 Top station W...Tire B...Car body H...Wheel hub 1...Car body transfer line
10...Tire transport conveyor 15...Tire loading mechanism 20...Tire phase alignment device 50...Tire mounting unit) 52...X-axis pene 5ro...
・Y-axis bene 54...z-axis bene 55...no・
63... γ-axis base 64... Collar 65... Bin 67... Motor 68...
Ball screw 76... Nut runner 140... Tire discharge conveyor (tire discharge area) 150... Nut discharge device N... Nut Fig. 7, W @'-'] Shishi Fig. 8

Claims (1)

[Claims] (1) Tire mounting units are installed on both sides of the vehicle body transport line, and the tires transported by a designated transport means are transferred to the tire mounting unit, which is then automatically mounted on the wheel hub on the vehicle body side. In the device, the tire mounting unit is mounted on a base group formed by combining a plurality of bases that are relatively movable in three orthogonal axes directions and a γ-axis base that is tiltable in the γ direction around a horizontal axis. The hand unit is equipped with a tire hand that grips the tire and a nut runner, and is configured to be movable in three orthogonal axes including the vertical axis, and to be able to rotate around the vertical axis. The front and rear ends of the r-axis pace are individually connected and held by pins horizontal to a female collar movable in the vertical axis direction, and One of the pin joints) is a slotted hole joint, and a drive mechanism is provided to move the collars independently, and this drive mechanism is combined with a drive mechanism to move the hand unit in the vertical axis direction, and a drive mechanism to tilt the hand unit in the γ direction. An automatic vehicle tire mounting device characterized by a shared drive mechanism.