JP2000170843A - Method for correcting and assembling unbalance of tire and wheel assembly and tire and wheel assembly - Google Patents

Abstract

(57) [Problem] To provide an unbalance correcting and assembling method of a tire-wheel assembly and a tire-wheel assembly that can correct the imbalance by a simple method and do not impair the appearance of the wheel. In a method of assembling a tire (12) having an unbalance and a wheel (11) having an unbalance, a light point of a tire static balance and a weight of a wheel static balance adjusted by a weight of an air valve (13) are phase-matched.
The tire 12 and the wheel 11 are assembled to reduce the unbalance of the tire-wheel assembly 15.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an assembling method for correcting an imbalance of a tire-wheel assembly, and a tire-wheel assembly having the corrected imbalance.

[0002]

2. Description of the Related Art Even if a tire and a wheel are manufactured with high precision, a tire-wheel assembly of an automobile has non-uniformity in weight distribution and the like. The uniformity of the weight distribution of the tire-wheel assembly is called balance, and there are static balance and dynamic balance. In addition, when the balance is not achieved, it is called a static imbalance and a dynamic imbalance. Static imbalance is the non-uniformity of the weight distribution in the circumferential direction around the rotation axis, and exists even in a stationary state. Due to the static imbalance, vertical vibration occurs during traveling. On the other hand, the dynamic imbalance occurs due to the non-uniformity of the weight distribution in the direction of the rotation axis when the vehicle is running. The dynamic imbalance is caused by static imbalance. Due to the dynamic imbalance, vibrations in the up, down, left, and right directions are generated during traveling, causing steering shimmy and the like. If the radial force variation (hereinafter referred to as RFV), which is a fluctuation component of the radial load of the tire / wheel assembly, is 10 kg or less, the static imbalance is reduced and the dynamic imbalance in the vertical direction is reduced. Is also reduced. RFV is a radial component of the tire in the variation of the force generated on the ground contact surface when the tire is rolled with the distance between the axle and the road surface kept constant. The RFV increases when the tire has a large vertical run-out.

Conventionally, in order to correct imbalance of a tire-wheel assembly, a balance weight such as lead is attached to a rim portion of a wheel. In this method, first,
The tire and the wheel are assembled by matching the maximum point of the tire RFV with the minimum point of the radial runout (pitch) of the wheel, and air is injected into the tire. Next, an unbalance amount and an unbalance position (angle) of the assembled tire and wheel assembly are measured by an unbalance measuring device (hereinafter, referred to as a balancer). Subsequently, a balance weight (such as lead) corresponding to the unbalance amount is attached to the rim portion of the wheel corresponding to the unbalance position. Finally, measurement is again performed with a balancer, and it is confirmed that the static imbalance is 7 g or less and the dynamic imbalance is 20 g or less.

FIG. 4 shows (a) a front view and (b) a sectional side view of a tire wheel assembly when a conventional balance weight is attached. The tire wheel assembly 25 is obtained by assembling a wheel 21 having an unbalance and a tire 23 having an unbalance, and correcting the unbalance by the above-described method. Therefore, in the tire wheel assembly 25, balance weights 22a and 22b are attached to the outer rim 21a and the inner rim 21b of the wheel 21, respectively. The balance weight 22a is connected to the rim 21 outside the wheel 21.
Because it is attached to a, it protrudes from the wheel 21,
And it is a state that can be seen from the outside.

[0005]

As described above, the conventional method for correcting an imbalance of a tire and wheel assembly requires a lot of man-hours because it is a multi-step and complicated operation. Also, since the balance weight is attached to the wheel, the appearance of the wheel is impaired. Further, the balance weight may fall during traveling, and imbalance may occur again. Moreover, since lead is usually used as the balance weight, there is also a negative effect on the environment.

SUMMARY OF THE INVENTION It is an object of the present invention to provide an unbalance correcting and assembling method of a tire / wheel assembly and a tire / wheel assembly which can correct the imbalance by a simple method and does not impair the appearance of the wheel.

[0007]

According to the present invention, there is provided a method for correcting and assembling an unbalanced tire and a wheel assembly, comprising the steps of assembling a tire having an unbalance and a wheel having an unbalance. The tire and the wheel are assembled by aligning the phase of the emphasis of the wheel static balance adjusted by the weight of the light valve and the weight of the air valve to reduce the unbalance of the tire-wheel assembly. According to this assembling method, it is not necessary to attach a balance weight after assembling in order to correct imbalance, so that the number of work steps is reduced. Further, the weight of the air valve adjusts the weight of the wheel static balance without using the conventional balance weight, so that the appearance of the wheel is not impaired.

[0008] A tire-wheel assembly according to the present invention that solves the above-mentioned problems is a tire-wheel assembly in which an unbalanced tire and an unbalanced wheel are assembled by adjusting the light point of the tire static balance and the weight of the air valve. The tire and the wheel are assembled by adjusting the phase of the weight of the wheel static balance to reduce imbalance. This tire-wheel assembly has been corrected for unbalance without attaching a balance weight to the wheel. Also, do not attach the balance weight,
Since the adjustment is made by the weight of the air valve, the appearance of the wheel is not impaired, and the occurrence of unbalance due to the drop of the balance weight does not occur.

[0009]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a tire / wheel assembly according to an embodiment of the present invention; FIG. 1 is a side sectional view of the vicinity of an air valve of a wheel and a tire used in an unbalance correcting and assembling method.
(A) before assembly by the unbalanced correction assembly method
FIG. 3 is a front view of a wheel to which an air valve is mounted and (b) a front view of a tire. FIG. 3 is a perspective view of a tire wheel assembly after assembly by an unbalance correcting assembly method.

In the method of correcting and assembling an unbalance according to the present invention, a tire and a wheel are assembled by matching the light point of the static balance of the tire with the phase of the important point of the static balance of the wheel adjusted near the air valve. That is, the phases of the maximum point and the minimum point of the bias of the weight of the tire and the wheel are matched to cancel the bias relatively. The adjustment of the weight of the static balance of the wheel to the vicinity of the air valve is adjusted by the weight of the air valve. Since the imbalance is not corrected by the balance weight after the assembling, the tires and wheels that satisfy predetermined conditions before assembling are used. Further, a tire-wheel assembly according to the present invention is a tire-wheel assembly assembled by the unbalance correction assembling method.

The light point of the static balance of a tire is a point indicated as a light part of the weight distribution of the tire when the tire is measured by a tire balancer. On the other hand, the emphasis of the static balance of the wheel is a point indicated as a heavy portion of the weight distribution of the wheel when the wheel is measured by a wheel balancer.

First, a tire used in the unbalance correcting and assembling method will be described. A tire has a simple donut shape, but is a composite material product made of fiber, steel wire, rubber, and the like, and is mostly formed by hand. As such, tires have non-uniformities in stiffness, size and weight. The uniformity of the tire is called uniformity.

The uniformity of the weight among the uniformity of the tire is the same as the balance of the tire (weight distribution of the tire). The dimensional uniformity is the same as the runout of the tire (runout during rotation of the tire). Therefore, the uniformity typically represents the uniformity of rigidity and refers to a force variation. When a tire is not balanced, it is called a tire unbalance, and there are a tire static unbalance and a tire dynamic unbalance.

The predetermined conditions of the tire to be used will be described. First, as one of the predetermined conditions, the tire static imbalance is set to 30 g or less, at which the influence of the imbalance does not appear during running. It is important to keep the tire static imbalance at 30 g or less, but it is more important that the imbalance exists at the same angular position on the front and back surfaces of the tire.

Further, the R of the tire wheel assembly
In order to keep the FV within the standard value of 10 kg, the RFV of the tire alone is set to 8 kg or less. In addition, RFV
Is the radial runout (hereinafter referred to as the tire runout)
RRO). RFV of tire
In order to reduce the RRO, it is important to reduce the RRO of the tire.

A tire which satisfies the predetermined condition is marked with a light point of the tire static balance. This mark is used to easily confirm the phase matching position when performing phase matching with the emphasis of the wheel static balance.

In order to make the mark, first, the static unbalance amount and the static unbalance position (angle) are measured by a tire balancer. The light point of the tire static balance, which is the static unbalance position, is a point indicated by the tire balancer as a light portion in the tire weight distribution.

Then, a seal or the like is attached to the tire as a mark of a light point of the tire static balance attached to the tire. As shown in FIG. 2B, a light spot seal 1 is provided on a sidewall 12a of the tire 12 corresponding to the light point of the static balance.
Paste 4

Next, the wheels used in the unbalance correcting and assembling method will be described. The wheel is manufactured by a die casting apparatus using steel, aluminum, or the like as a material. In addition, even if a wheel is manufactured with high precision, there is non-uniformity in weight distribution and the like.

The uniformity of the weight of the wheel is called the balance of the wheel (weight distribution of the wheel). When the wheels are not balanced, they are called wheel imbalance, and there are wheel static imbalance and wheel dynamic imbalance.

The predetermined condition of the wheel to be used will be described. First, as one of the predetermined conditions, the wheel static imbalance is set to 30 g or less so as not to be affected by the imbalance during traveling and to correspond to the predetermined condition of the tire static imbalance. In the case of a wheel, an air valve is attached after the wheel is manufactured, and the static unbalance amount and the static unbalance position (angle) are measured by a wheel balancer. Then, the static imbalance is adjusted by the weight of the air valve. In this adjustment, the focus position of the wheel static balance is set near the air valve, and the static imbalance amount is set to 30 g or less. The vicinity of the air valve includes the position (angle) of the air valve.

Further, the R of the tire wheel assembly
In order to keep the FV within the standard value of 10 kg, the average runout of radial runout (hereinafter referred to as RRO), which is the vertical run of the wheel, is set to 0.1 mm or less for aluminum wheels and Is 0.5 mm or less.

Here, the adjustment of the emphasis of the wheel static balance by the air valve will be described. First, the air valve is mounted on the wheel. For example, as shown in FIG. 1, when the tire 2 is a tubeless tire, the air valve 3 is
It is mounted directly on the rim 1a of the wheel 1. At that time,
The air valve 3 is inserted into a valve hole 1b of the wheel 1, is locked to the rim 1a by a valve grommet 3e, and is fastened to the rim 1a by a valve nut 3c via a valve washer 3d.

Next, the static unbalance amount and the static unbalance position (angle) of the wheel to which the air valve is mounted are measured by a wheel balancer. The emphasis of the wheel static balance, which is the static unbalance position, is a point that the wheel balancer indicates as a heavy part in the weight distribution of the wheel.

Then, based on the measurement result of the wheel balancer, the weight of the air valve is adjusted so that the weight of the wheel static balance is located near the air valve and the static imbalance amount is 30 g or less. The adjustment based on the weight of the air valve is performed by exchanging the parts constituting the air valve or the air valve itself. For example, those having different weights of the valve cap 3a, the valve nut 3c, and the valve washer 3d of the air valve 3 shown in FIG. 1 are prepared. Then, the valve cap 3a, the valve nut 3
c, Replace the valve washer 3d with a component of a suitable weight. If the adjustment cannot be performed by increasing or decreasing the weight of the parts, the air valve 3 is replaced with another air valve 3 having a different weight, such as a valve stem 3b or a valve grommet 3e, and the weight is largely adjusted.

As shown in FIG. 1, the weight may be adjusted by a cap 4 that covers the tip of the air valve 3. The caps 4 having different weights are prepared. Then, by replacing the cap 4, adjustment is made so that the focus of the wheel static balance is located near the air valve and the static imbalance amount is 30 g or less. In the adjustment by the cap 4, it is not necessary to prepare the components of the air valve 3 and those having different weights of the air valve 3 itself.

Finally, the wheel adjusted by the weight of the air valve is measured again by the wheel balancer. Then, it is confirmed that the weight of the wheel static balance is located near the air valve, and that the static imbalance amount is 30 g or less.

The phase matching between the light point of the tire static balance and the emphasis of the wheel static balance can be easily confirmed by the attachment position of the light spot seal and the mounting position of the air valve.

As described above, the tire static imbalance amount is up to 30 g and the wheel static imbalance amount is up to 3 g.
In addition to specifying 0 g, the tire static unbalance position and the wheel static unbalance position are specified. Then, at the stage of assembling the tire and the wheel, the light point of the tire static balance and the emphasis of the wheel static balance are phase-matched to cancel the static imbalance between the tire and the wheel.
In addition, if the maximum value of the tire static imbalance can be reduced by improving the accuracy at the time of manufacturing the tire, the maximum value of the wheel static imbalance is also reduced correspondingly.

Next, a method of correcting and assembling the imbalance between the wheel 11 and the tire 12 will be described with reference to FIGS. The air valve 13 is mounted on the wheel 11 at a position corresponding to the important point of the wheel static balance.
On the other hand, a light spot seal 14 is attached to the tire 12 at a position corresponding to the light spot of the tire static balance.

First, in order to match the phase of the unbalance position between the wheel 11 and the tire 12, the mounting position of the air valve 13 and the attaching position of the light spot seal 14 are matched.
Assemble the wheel 11 and the tire 12. Then, air is injected into the tire 12 from the air valve 13. At this time, the wheel 11 is assembled so as to eliminate the gap in the fitting portion between the rim portion 11a and the tire 12. The smaller the gap, the better the roundness of the tire 12 becomes, and the RF
V decreases. Thereby, the RFV of the tire wheel assembly 15 is set to less than 10 kg.

By this phase adjustment, the wheel static imbalance and the tire static imbalance are cancelled, and the imbalance as the tire wheel assembly 15 is reduced. In order to relatively cancel the bias in weight, it is most effective to assemble the phase shift between the emphasis of the wheel static balance and the light point of the tire static balance at 0 °. But,
In fact, at the stage of the assembling work, there is a case where a deviation occurs in the phase alignment. Further, the non-uniformity of the weight distribution of the wheel 11 or the tire 12 is not that it is concentrated at one point, but that there is a heavy portion or a light portion with respect to the entire wheel 11 or the tire 12. Therefore, when the phases are matched, it is necessary to allow a certain degree of the angle range in which the phases are matched in consideration of the workability of assembly and the accuracy of the unbalance position. Therefore, at the time of assembling, the angle is set within a predetermined angle range (for example, within 30 °) that can effectively reduce imbalance, and the phase is adjusted.
If the predetermined angle range is within 90 ° at the maximum, the bias of the weight can be relatively offset, and the effect of reducing imbalance can be obtained. If the predetermined angle range exceeds 90 °, the offset effect of the weight deviation cannot be obtained.

As described above, the predetermined angle range depends on the working efficiency of assembly, the manufacturing accuracy of the wheel 11 and the tire 12,
The degree of imbalance reduction after assembly is determined and set comprehensively. At this time, the predetermined angle range is up to 90
Within °.

Subsequently, after assembling, the dynamic unbalance and the static imbalance of the tire wheel assembly 15 are measured by a balancer. At this time, the static imbalance of the tire wheel assembly 15
The static imbalance in the case of the single item and the single item of the tire 12 is offset, and the maximum is 30 g.

The reason why a maximum of 30 g of static imbalance remains will be described. By assembling the light point of the tire static balance and the emphasis of the wheel static balance in phase, the static imbalance of the wheel 11 and the tire 12 as a single item is canceled out, and after the assembly, the static imbalance of the tire wheel assembly 15 is reduced. Reduce. In addition, since the static imbalance of the wheel 11 and the tire 12 is set to a maximum of 30 g before assembly, the static imbalance after assembly is 30 g at maximum. For example,
When the static imbalance of the wheel 11 is 0 g and the static imbalance of the tire 12 is 30 g, the static imbalance of the tire wheel assembly 15 becomes 30 g when assembled in phase.

One of the factors of the dynamic imbalance is that a static imbalance exists in the tire wheel assembly 15. Accordingly, along with the reduction of the static imbalance, the dynamic imbalance is also reduced, and the run-out of the tire wheel assembly 15 is reduced. As a result, the vehicle body vibration during traveling is reduced, and the steering shimmy is also reduced. Furthermore, the R of the tire wheel assembly 15
The level of RO is also improved.

As described above, the static imbalance of the tire / wheel assembly 15 is at most 30 g.
The air valve 13 can be replaced with a part having a different weight or replaced with another air valve having a different weight to further reduce the static imbalance of the tire wheel assembly 15.

The tire wheel assembly 15 assembled by this imbalance correcting and assembling method has a reduced static imbalance and a reduced dynamic imbalance due to phase matching. Further, since the unbalance is adjusted by the weight of the air valve 13, the appearance of the wheel 11 is not impaired by the balance weight as in the related art. Therefore, the design of aluminum wheels and the like can be ensured. Further, since no balance weight is attached, re-generation of unbalance due to falling of the balance weight does not occur.

As described above, the present invention is not limited to the above-described embodiment, but can be embodied in various forms. For example, although the emphasis of the wheel static balance is adjusted by the air valve, another component separate from the air valve may be provided at the position where the air valve is attached, and the weight may be adjusted by the weight of the component. Also,
Light-point stickers affixed to the tires are color-coded in units of 10 g according to the static unbalance amount. Correspondingly, the air valves attached to the wheels are also color-coded with seals etc. according to the static unbalance amount. May be used for phase adjustment. As a result, the offset effect of the static imbalance is further increased. In addition, the standard value of the static imbalance of the wheel and the tire was set to 30 g or less.
If a single tire can be manufactured with higher precision, the standard value of the static imbalance may be set to 20 g, 10 g or less. As a result, the imbalance of the tire wheel assembly is further reduced. Also, when adjusting the static imbalance of the wheel used for the imbalance correction assembly method, first measured with a wheel balancer with an air valve attached,
First, only the wheel may be measured by a wheel balancer, and based on the measurement result, an air valve having a suitable weight may be selected from among the air valves having different weights, and may be mounted on the wheel for adjustment. Further, although the respective values are set under the predetermined conditions for the wheel and the tire, the values are not limited to these values, and the respective values may be set in consideration of the manufacturing accuracy of the wheel and the tire.

[0040]

As described above, the method for correcting and assembling an unbalance of a tire wheel assembly according to the present invention is assembled by aligning the light point of the tire static balance and the weight of the wheel static balance adjusted by the weight of the air valve in phase. 1
Since only the process is performed, the number of work steps is reduced. In addition, since the weight of the air valve adjusts the weight of the wheel static balance, the appearance of the wheel is excellent, and the unbalance due to the drop of the conventional balance weight does not occur. Further, since the replacement of the air valve parts or the replacement of the air valve itself, the adjustment work is simple.

Further, in the tire / wheel assembly according to the present invention, since the unbalance is corrected at the time of assembly, it is not necessary to correct the unbalance by attaching a conventional balance weight. In addition, the weight of the air valve adjusts the weight of the wheel static balance,
Does not impair the appearance of the wheel.

[Brief description of the drawings]

FIG. 1 is a side sectional view showing the vicinity of an air valve of a wheel and a tire used in an unbalance correcting and assembling method according to the present invention.

FIG. 2 shows a wheel and a tire before assembling according to the unbalance correction assembling method according to the present invention. (A) It is a front view of the wheel with which the air valve was mounted. (B) It is a front view of a tire.

FIG. 3 is a perspective view of the tire wheel assembly after assembly by the imbalance correcting assembly method according to the present invention.

FIG. 4 shows a tire wheel assembly when a conventional balance weight is attached.

[Explanation of symbols]

 1,11 ... wheel 2,12 ... tire 3,13 ... air valve 15 ... tire wheel assembly

Claims (2)

[Claims] 1. A method of assembling an unbalanced tire and an unbalanced wheel, comprising: adjusting the light point of the tire static balance and the weight of the wheel static balance adjusted by the weight of the air valve to phase-match the tire and the tire. A method for correcting and assembling an unbalance of a tire and a wheel assembly, comprising: assembling the wheel to reduce the unbalance of the tire and a wheel assembly. 2. A tire wheel assembly in which an unbalanced tire and an unbalanced wheel are assembled, wherein the light point of the tire static balance and the weight of the wheel static balance adjusted by the weight of the air valve are phase-matched. A tire / wheel assembly wherein the tire and the wheel are assembled to reduce imbalance.