JPS59227509A - Phase adjustment device for tire of automatic tire fitting device - Google Patents

Abstract

PURPOSE:To reduce a space in possession and realize phase adjustment for the plural sorts of tires by centering in a position corresponding to the diameter of the tire by means of a shooter, freely elevation/lowering lifter, positioning arm and a centering center and indexing a bolt hole and further inserting a locate pin. CONSTITUTION:After receiving a tire W from a shooter 18, a lifter 24 is lowered and transfers said tire onto a receiving stand 27 waiting in a position adjusted to the diameter of the tire W, then a positioning arm 40 is advanced and restrains the tire W to press its side wall part to a basic plate 43 and performs positioning. Subsequently, a centering center 36 is engaged with a hub hole of a load wheel R to perform centering, and further a locate pin 34 is pressed closely to the load wheel R. Then the tire W is rotated round the centering center 36 by means of a roller 30, and a bolt hole 9 is indexed through rotating the tire W until the bolt hole is detected by means of a photoelectric detector 35, and adjustment of the position of the tire W is performed. In this manner, phase adjustment of the plural kinds of tires, with a small space in possession, can be performed.

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, and more particularly to a tire phasing device thereof.

Some devices are already known that automatically perform tire mounting work, which has traditionally been done exclusively manually, from tire assembly to bolt tightening (for example, in Japanese Patent Application Laid-Open No. 1983-1983). -18502). In this type of device, a tire mounting unit is arranged on the line side of the vehicle body transport line, and the tire transported by a predetermined transport means is transferred to the tire hand of the tire mounting unit, and the tire mounting unit is installed on the tire mounting unit. By moving the unit forward, the tire is attached to the wheel hub on the vehicle body and the nuts are tightened. Before carrying out these tasks, the rotation phase of the bolt hole in the disc wheel on the tire side is determined in advance. After regulating the tire to a certain position, it is necessary to perform so-called phase matching, in which the tire is gripped by the hand.

However, in the tire phasing device disclosed in Japanese Unexamined Patent Publication No. 54-18502, the tire holder that pushes the main body of the tire phasing device cannot perform tire phasing with the transfer device alone; The tire phase adjustment is performed only by the cooperation of these two components, which are advanced from outside the bolt hole phase regulation mechanism provided separately from the transfer device, and therefore include the operating space of the bolt hole phase regulation mechanism. There is a problem in that the tire phasing device occupies a large space, making the entire device large and disadvantageous in terms of layout and space. Furthermore, when attempting to install multiple types of tires with different tire diameters, there is a problem in that the tire phasing device cannot easily handle the installation.

The present invention has been made in view of the above points, and an object of the present invention is to provide a tire phasing device that occupies a small space and is capable of phasing a plurality of types of tires.

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 vehicle body conveying line for positioning and linearly conveying the vehicle body Be on the trolley 2; 10 denotes a vehicle body conveying line; A tire conveyor installed above line 1,
Sl 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,
The tire receiver is equipped with a tire phasing device 20 that also serves as a passing device.
, a nut supply device 110 , and a tire mounting unit 50
Tano-bu bolt position regulation/detection device 8 attached to the side of
0, a tire discharge conveyor 140, a nut discharge device 150, etc., while 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 conveyor 10 and performs phasing. The wheel nozzle unit 55 grips and holds the wheel nozzle.
Attach it to the holder H and tighten the nut. At this time,
If any abnormality occurs on the tire mounting unit 50 side, such as when the tire Wt cannot be mounted on the wheel hub H side, the relevant tire mounting unit 50 moves back to the reverse limit position and ejects the tire it is holding. Tires W that could not be mounted at the tire mounting station S are sent to the backup station Sb, where workers wait for the vehicle body B sent from the tire mounting station S1. It is installed by hand. If it takes a long time to restore the tire mounting unit 50, the tires W are not fed into the tire mounting station S1 from the tire transport conveyor 10, but instead are transferred to the tire mounting station S1. 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 disposed directly above the vehicle body conveyance line 1 at a predetermined inclination, and as shown in FIG. , these sub-conveyors 11a and llb are backup stations Sbt.
It has been extended.

As shown in FIGS. 6(A) and 6(B), the branching portion 12 is provided with a slider 14 that reciprocates in the horizontal direction by an air cylinder 13, thereby moving the tires W onto the left and right sub-conveyors 11a, 11b. It is intended to be divided into

Furthermore, 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 11a and 11b, respectively. As shown in FIG.
a, 11b; a retractable stopper 16 for stopping the tires W conveyed on the stone bar 16; a movable conveyor 17 for changing the posture of the tires W stopped by the stone bar 16 to an upright position and dropping them under their own weight; It is composed of a sliding shutter 19 that temporarily stops the tire W whose position has been changed to an upright position within the tire W shooter 18, and the tire W is stopped until a 9-lid 24 of a tire phasing device 20, which will be described later, comes to pick up the tire W. is held in an upright position. Moreover, by placing the stopper 16 in a retracted state, the tire Vlr 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 illustrating the relative positional relationship of the bolt hole 9 (Fig. 10) on the road wheel R side with respect to the hub port 21 (Fig. 8) of the wheel knob H. It is configured as shown in the figure. In FIG. 9, 22 is a base, 23 is a device body movably provided on the base 22, and 24 is guided by a guide rod 26 by the operation of an air cylinder 25, and is moved to the illustrated position and the chute 18 of the tire loading mechanism 15. It is a lifter that moves up and down with open sound. Further, reference numeral 27 denotes a tire pedestal that can be raised and lowered so as not to interfere with the lifter 24. This tire pedestal 27 can be installed by applying a vehicle type signal from the outside to a motor 28 that is its driving source. It moves up and down to a position commensurate with the tire size diameter, and a roller 6 (l
We are prepared. The height position of the tire pedestal 27 is confirmed and detected by a group of multiple photoelectric switches 61 provided on the side thereof. Lifter 24
rises to the lower part of the chute 18 of the tire loading mechanism 15, causing the shutter 19 to perform a retracting operation, whereby the tire W, which was waiting upright within the chute 18, is transferred to the lifter 24, and further 7ter 24
is lowered again to the lower limit position, thereby forcing the tire W to be transferred to the tire pedestal 27.

Further, 62 is a slider that is installed above the tire holder 27 and slides horizontally by the operation of an air cylinder 66. This slider 62 has two locate pins 64 and a light receiver of a photoelectric switch 65 that is a detector. 65B
In addition to this, a tire centering center 66 is provided which is movable relative to the slider 62. 6
Reference numeral 7 denotes a swing arm that can be rotated around a hinge pin 69 by the operation of an air cylinder 68. At the tip of this swing arm 67, a light emitter 35A of a photoelectric switch 65 corresponding to the light receiver 35B is attached. Swing arm 67f: Swing arm 67f functions as a photoelectric switch only when it is rotated so that the light receiver 65B and the light emitter 35A face each other. Reference numeral 40 denotes a pair of tire positioning arms that are provided on both sides of the tire W on the tire pedestal 27 so as to face each other (however, the 9th
In the figure, 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, and is equipped with a guide roller 42 at its tip.

Here, a series of operations of the tire phasing device 20 will be explained using FIG. 18 as well as FIG. 9.

First, as described above, the shutter 24 rises and the shooter 1
The handle lid 24 which receives the tire W from 8 is lowered again, and the tire W is transferred onto the tire support stand 27 waiting at a position commensurate with the tire size and diameter. Then, the positioning arm 4o moves to the right in FIG. 9, restrains the tire W, presses its sidewall portion against the substrate 46, and positions it. Next, the slider 62 moves forward with respect to the tire W, and the center 66 moves forward independently.The center 66 engages with the hub hole of the road wheel R to perform centering, and the locate pin 64 engages with the disc of the road wheel R. Pressure contact.

At this time, the tire W is centered by the center 66 and lifts up slightly from the roller 60.
Following this, the tire pedestal 27 rises slightly, and the tire W and roller 60 come into pressure contact again. Similarly, the raising operation at this time is performed by the air cylinder 200.

Thereafter, the roller 60 is rotationally driven by the motor 29, so that the tire W rotates around the center 66,
During the rotation, when the optical axis between the emitter and receiver 35A, 35B of the photoelectric switch 65 is connected through any one of the bolt holes 9, the rotation of the roller 60 immediately stops. As a result, the four bolt holes 9 are indexed, and the locate pins 64 engage with the respective bolt holes 9.
With the above steps, the phase alignment of the tires W is completed.

Here, the tire W whose phase alignment has been completed as described above will be gripped by the hand unit 55, which will be described later, but before the hand unit 55 moves forward, the swing arm 67 turns and retreats. At the same time, after the tire W is gripped, the positioning arm 40 returns to its initial position by the operation of the cylinder 41, and rotates and retreats by the operation of the rotation cylinder 44.

The tire mounting unit 50 is responsible for taking the receiver from the tire W gold tire phasing device 20 that has completed phasing, attaching it to the wheel knob (brake disc) H on the vehicle body B side, and tightening 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'kY direction, and a two-axis pace 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 bolt position regulation/detection device 80 attached to the side of the I/N unit 55, and the two-axis pace 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
Overall, it constitutes a type of robot with a total of 5 axes, 3 linear axes and 2 rotational axes.

That is, as shown in FIG. 10 (however, for the purpose of drawing, FIG. 10 is made by combining different cross-sectional views into one drawing), the X-axis base 52 consists of a motor 56 and a ball screw 57. The Y-axis base 56 can slide in the X direction on a guide rail 58 by an X-axis drive mechanism, and the Y-axis base 56 can slide in the Y direction on a guide rail 61 by an X-axis drive mechanism derived from a motor 59 and a ball screw 60. Further, the Z-axis base 54 is rotatably supported by a sleeve 62, and this sleeve 62 is held by a γ-axis base 66, and this γ-axis base 66 is further supported by a pin 65 with respect to the collar 64.
Supported by bonds. This collar 64 is guided by three guide posts 66 (see FIG. 3) vertically disposed on the Y-axis base 56 so as to be movable up and down, and consists of a motor 67 and a ball screw 68. The two-axis pace 54 including the sleeve 62 is driven by the two-axis drive mechanism.
moves up and down in two directions. 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 the aforementioned pin 65 connection part 10,000 is an elongated hole 69, a pair of ball screw 68
By making the feed amounts different from each other, the entire biaxial base 54 including the sleeve 62 is tilted in the Y direction. Similarly, the tilt angle in the γ direction with respect to the horizontal plane herein corresponds to the camber that the wheel hub H to which the tire is attached inherently has, as will be described later. Further, the two-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 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 detection signals regarding toe-in and camber from a hub bolt position regulation/detection 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 in its base body 72, and three hinged tire hands 74 on the outer periphery of the base body 72 (however, Omit the remaining two and leave 7.
'C). These tire hands 74 are opened and closed simultaneously by fully sliding the bracket 76 using 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 76 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 80 is for matching 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. It is shown in FIG. 11 (however, for drawing purposes, FIG. 11 is a composite of drawings of different cross sections into one drawing).

This hub bolt position regulation/detection device 80 is located on the side surface of the base body 72 of the hand unit 55 described above, more specifically, at a position that is phase-shifted by 90 degrees with respect to the tire hand 74 when centered on the two-axis base. It is installed. 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 via a damper unit 84 consisting of a coil spring 82 and a cushion rod 86. It is elastically supported. A position detector (potentiometer) 85 is provided adjacent to the damper unit 84 to detect the position fiR' of the hub bolt 21 in the X direction. When the base plate 81 contacts the hub bolt 21, the position of the hub bolt 21 in the X direction is detected from the amount of tilting displacement of the base plate 81 with the hinge pin 102 as the center of rotation. Similarly, the base plate 81 is in a vertical state in a normal state.

Reference numeral 88 denotes a substantially wedge-shaped two-direction regulating plate (hub bolt regulating plate) attached vertically to the tip of the horizontal leg 81a of the base plate 81. This z-direction regulating plate 88 is guided to the guide rod 90 by the operation of the air cylinder 89. As shown in Fig. 8, by lifting in two directions, two adjacent hub bolts 21 (for example, 21
b and 210) are configured to rotate and restrain the wheel hub H until they come into contact with the restriction surface 88a. Then, the Z-direction detector 92 descends due to the operation of the air cylinder 91 and comes into contact with one of the bolts 21, so that the Z-direction position of the bolt 21 is determined by the position detector 9.
It is detected at 5.

Next, reference numeral 96 indicates a pair of arms that are placed opposite to each other on both sides of the X-direction detector 86 in the horizontal direction, and reference numeral 94 indicates an arm 96.
(However, the arm 96 and the Y-direction detector 94 are drawn with their positions shifted vertically in the drawing.) Air cylinder 9 arranged in a bridge manner between
6, it slides together with the arm 96 along the guide rod 97 and inserts the knob bolt 21 from both sides of the wheel puller H. and a Y-direction position detector (based on the amount of displacement of the arm 96)
The potentiometer) 98 detects the position Rk of the bolt 21 in the Y direction.

99A, 99B, and 99C are detectors attached to the X direction detector 86 to detect the inclination (including both toe-in and camber) of the wheels I and H. These inclination detectors 99A to 99C are the 8. Wheel knob H as shown in figure 8.
They are placed at the positions corresponding to the three locations P, , P, , P, respectively (in Figure 11, 3
(The two detectors are drawn on the same plane), each of the tilt detectors 99A to 99C is pressed against the wheel knob H by the operation of the air cylinder 100, and its displacement is measured by the position detector (potentiometer) 101A of each. , 101B
, 101C detect and calculate the inclination of the wheel knob H as a whole. That is, the toe-in, which is the lateral inclination of the wheel knob H, is obtained by detecting and calculating the entire relative displacement amount of the inclination detectors 99A and 99B.
By detecting and calculating the entire amount of relative displacement, the camber, which is the vertical inclination of the wheel hub 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 operates in a state in which the two-axis base 54 is rotated 90 degrees in the θ direction and the node unit 55 faces the tire phasing device 20, that is, the hub bolt position regulation/detection With the device 80 facing the wheel knob H, the hub bolt 21
This is to regulate and detect the position of First, the X-axis base 52 moves forward by activation of the X-axis motor 56, and as a result, the X-direction detector 86 comes into contact with the tip of the hub bolt 21, so that the entire base plate 81 tilts about the hinge bin 102. Then, the relatively rough position of the knob 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, two knobs 21b are formed relative to the restriction surface 88a.

The wheel knob Hk is forcibly rotated until the wheel knob 21e comes into contact with the wheel knob Hk, 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. At this time, the position detector 98 detects the position of the knob bolt 21 in the Y direction from the amount of displacement of the Y direction detector 94, and the other position detector 95 detects the position of the knob bolt 21.
All positions in the Z direction of 1 are detected. Then, based on the Y-direction position and Z-direction position of the bolt 21, the center position ji' of the wheel knob H? This center position information is calculated and fed back to the control system of the entire tire mounting unit 50, so that the center of the tire mounting unit 50 in the Y and Z directions coincides with the center position of the wheel hub H. At this time, the Y-direction detector 94 and the like have temporarily moved back.

Subsequently, the inclination detectors 99A to 99C are moved forward all at once to the three positions P+, P+, and P+ on the wheel hub H, as shown in FIG.
Pt and Ps, 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@ of the tire mounting unit 50 is corrected to be perpendicular to the wheel nop H plane. do. At this time, by moving the tire mounting unit 50 in the θ and γ directions, the center of the wheel knob H and the tire mounting unit 500Y
, since the center of the tire mounting unit 5 (IY, Z direction) is shifted at the same time to correct the misalignment.
The X axis of 0 is perpendicular to the wheel H surface.

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 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 taken and gripped the tire W holder from the tire positioning device 20, rotates 90 degrees together with the Z-axis base 54, thereby)
- The tire W and the wheel knob H held by the grip unit 55 face each other. Then, the tire mounting unit 50 advances in the X direction by moving the X-axis base 52 to the position where the knob bolt position was detected first, and the tire mounting unit 55 moves forward in the X direction.
The robot moves forward independently and attaches it to the tire positioning bolt 21 that it is gripping. Finally, by operating the air cylinder 78, the nut runner 76 moves forward, and as will be described later, the nut N inserted in advance into the nut runner 7 is tightened, thereby completing the installation of the tire W.

The nut feeding device 110 is a device for inserting and feeding nuts into nut runners 76 arranged in advance, and the details thereof 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.
It travels in the Y direction on a guide rail 116 horizontally suspended from the magazine shooter 114, and picks up the nuts lined up in the magazine shooter 114 one by one with a unit 115. The nut holder for inserting and supplying nuts into the nut runner 76 on the side of the unit 55 is composed of a passing unit 116, and the nut holder is connected to a guide rail 118 that is horizontally suspended on the frame 112 by the operation of an air cylinder 117. It is designed to run in the upward Y direction.

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 grip bar 126 at the terminal of the magazine shooter 114;
It consists of a bushing rod 126 that moves back and forth by the operation of a horizontally arranged air cylinder 125, and when the tip of the arm 124 pushes open the gripper 126, the nuts in the magazine shooter 114 are moved one by one onto the nut holder 121. When the nut N is taken out and the bush rod 126 moves forward, the taken out nut N is transferred to the nut delivery unit 1.
It is inserted into the nut holding hole 126a of No. 16.

On the other hand, the NAND transfer unit 116 includes an index plate 12 in which four nut holding holes 126a are formed.
7, this index plate 127 is intermittently rotated at a constant angle of 90 degrees by a rotary cylinder 128, and an air cylinder is provided on the back side of the plate 127, widening each nut holding hole 126a. 129
A push color 160 is provided which is operated by a pressurizer 160. This nut holder transfer unit 116 is
It travels to a position corresponding to the nut take-out unit 115, receives a total of four nuts N into the nut holding hole 126a in cooperation with the nut take-out unit 115, and then travels again to a predetermined standby position and waits. do.

Thereafter, the tire mounting unit 50 moves to this standby position to receive and pick up the nut N.
0 moves forward and pushes the nut N into the tip of the nut runner 76 to supply the nut.

Next, even though the tire discharging conveyor 140 is once gripped by the tire mounting unit 55, the tire mounting unit 50 may fail, or the tire mounting unit 50 may fail, or the tire discharge conveyor 140 may be damaged due to the tire mounting unit 50 or the tire mounting unit 50, or the tire discharge conveyor 140 may be damaged due to a failure in the tire mounting unit 50,
Tires that cannot be mounted on the wheel knob H side due to phase difference, torque failure, etc. are ejected and moved to the tire mounting station S.
, and its details 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 main conveyor 142' which is also slightly inclined and intersects with these sub conveyors 141.
It is provided so as to extend toward the backup station 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 a nut Ne from a nut runner 76 prepared for the tire in addition to discharging the tire W 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 ejecting device 150 has a main body 151 as shown in FIG.
The nut holder is equipped with four electromagnets 152 inside, and the nut holder has a box 153. After the tire is removed, the nut runner 76 is placed opposite the nut ejecting device 150, and the nut runner 76 is moved while the electromagnets 152 are energized. By retreating, the Nala) N! It is attracted to the magnet 152. Thereafter, the nut receiver is discharged into the box 156 by demagnetizing the electromagnet 152t.

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 that is positioning the vehicle body B reaches the tire mounting station S and is positioned, the lift cover 6 shown in FIGS. is restrained at a constant height. At this time, the hand unit 55 of the tire mounting unit 50 is in the left turning position as shown in FIG. A 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, camber, etc. Based on the detected data, the tire mounting unit 50 relative to the wheel hub H is detected. alignment is performed (Figure 11)
. On the other hand, in parallel with this positioning of the tire mounting unit 50, the nut feeder 110 side is transferring the nut in preparation for the next tire, and the nut receiver with the nut N loaded thereon is transferred to the transfer unit 110. is waiting at a predetermined position (the nut for fixing the tire currently held by the head unit 55 has already been inserted into the nut runner 73).

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 block H is completed, the tire mounting unit 50 is once retreated in the X direction, and the tire mounting unit 55 is moved backwards.
turns to the right in FIG. 3 at an angle of 90, resulting in the state shown by the solid line. As a result, the tire W held by the tire unit 50 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 the hand unit 55 moves forward independently by moving the air cylinder 77'tm+, so that the hub bolt 21 and the bolt hole 9 are aligned. Then, the tire W is mounted. Thereafter, by further operating the air cylinder 78, the nut runner 7 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, the hand unit 55 and the nut runner 76 are moved backward, and the tire mounting unit 50 is also moved backward in the fcX direction. 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 and the next tire hand is transferred to the tire phasing device 20. I'll have to go get it.

Here, if it becomes impossible to mount a tire for some reason as described above, the tire mounting unit 50 retreats to the reverse limit position and discharges the tire W it is holding onto the sub-conveyor 141. The nut N is discharged by a nut discharging device 1150, and the tire W that could not be mounted at the tire mounting station S is thereby sent to the subsequent backup station Sb by the main conveyor 142. At this time, at the backup station Sb, the occurrence of uninstalled tires and the location of the cause are displayed on a display device (not shown). B'! !
- Wait and install the tire manually using wl nut runner 8.

17. 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 from the tire conveyor 10 to the tire mounting station S1 should be When the tire W is loaded at t20, no force is applied, and the tire W is conveyed to the end of the tire conveyor 10 and directly sent to the backup station Sb. Tire installation work is done manually.

As a result, the entire line only needs to be stopped by +f-1,1, so that the operating rate can be improved. As is clear from the above description, according to the present invention, all the mechanisms necessary for tire phasing are incorporated into the main body of the device and are compactly packaged, which saves space and layout of the entire automatic tire mounting device. In addition to being advantageous, it also enables highly reliable tire phasing, and can greatly contribute to the full automation of tire mounting work. It is possible to reliably align the phases of multiple types of tires.

[Brief explanation of drawings]

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. , FIG. 5 is a side view of FIG. 3, FIG. 6 (4) is a cross-sectional explanatory view showing details of the main parts of the tire conveyor, FIG. 6 (03) is a side view of FIG. Figure 7 is an explanatory diagram showing details of the tire loading mechanism, Figure 8 is a front view showing details of the wheel hub, Figure 9 is a cross-sectional diagram showing details of the tire phasing device, and Figure 10 is an explanatory diagram showing details of the tire phasing device.
The figure is a cross-sectional explanatory diagram showing details of the tire mounting unit,
Fig. 11 is a cross-sectional explanatory view 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, Fig. 13 is an overall explanatory view of the nut supply device, and Fig. 14 is Fig. 13 is an explanatory side view, Fig. 15 is an explanatory side view of the main part of Fig. 14, Fig. 16 is an explanatory view showing details of the nut discharging device, and Fig. 17 is an explanation of the operation of the entire device of the present invention. FIG. 18 is a timing chart of the tire phase adjustment device. W...Tire B...Vehicle body H...Wheel hub R...Road wheel 1...Vehicle body transfer line
20...Tire phasing device 21...Hub bolt 26...It body 24...Lifter 25...
・Air cylinder 27...Tire holder 28...Motor 29...Motor 60...Roller 36...
・Air cylinder 64... Locate pin 35...
Photoelectric switch (detector) 66...Center 37...
・Swing arm 40...Tire positioning arm
41... Air cylinder 50... Tire mounting unit N... Nut 200... Air cylinder 16 [Fig. 7, W "-'-'j Rele 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 predetermined transport means are transferred to the tire mounting unit, which is then mounted on the wheel knobs on the vehicle body side. This device is for aligning the phase of the tire before the tire is delivered to the tire mounting unit, and the tire support in the device body moves up and down between the handing position and the tire standby position. The lifter is equipped with a lid for transferring the tire, and a roller for rotating the tire size received from the lifter. a tire pedestal; a tire positioning arm that restrains and positions the tire on the tire pedestal in its width direction; a center that moves forward and backward relative to the tire to center the tire; and a tire positioning arm provided on the road wheel of the tire. Tire phasing in an automatic tire mounting device, comprising a detector for detecting and indexing a bolt hole, and a locating pin that engages with and restricts the determined bolt hole. Device.