JP2012032245A - High-speed uniformity adjustment system for tire wheel assembly, high-speed uniformity adjustment method, and assembly of tire wheel assembly and hub disk assembly having subjected to high-speed uniformity adjustment - Google Patents

Abstract

An object of the present invention is to provide a high-speed uniformity adjustment system that can reduce the high-speed uniformity of a tire wheel assembly without increasing the weight of the tire wheel assembly.
A high-speed uniformity adjustment system according to the present invention includes a vector of a high-speed uniformity of a tire wheel assembly estimated or measured when the tire wheel assembly is attached to a hub disk assembly, and a weight unbalance of the hub disk assembly. It is characterized by comprising an arithmetic unit 21 for calculating the mounting phase θ so that the magnitude of the vector indicated by the sum of the centrifugal force vectors generated in the phase is smaller than the magnitude of the estimated or measured high-speed uniformity vector. To do.
[Selection] Figure 4

Description

  The present invention relates to a high-speed uniformity adjustment system, a high-speed uniformity adjustment method, and an assembly of a tire wheel assembly and a hub disk assembly subjected to high-speed uniformity adjustment in a tire wheel assembly in which a pneumatic tire is assembled with a rim.

  Pneumatic tires sometimes cause non-uniformity due to the flow of rubber to the mold during manufacture and minor differences in dimensions of belts, beads, liners, treads, carcass, and the like. For example, a tire and wheel assembly in which a mass-uneven tire is assembled with a rim to generate mass unbalance has a greater vibration and noise during rotation than those without mass unbalance.

  Conventionally, a technique for attaching a balance weight to a tire wheel assembly so as to reduce mass unbalance is known (see, for example, Patent Document 1 and Patent Document 2). A vehicle equipped with a tire-wheel assembly with reduced mass unbalance has reduced vibrations and the like, and has a good riding comfort. Incidentally, FIG. 11 (b) is an explanatory view of the prior art in which a balance weight is attached so as to reduce mass unbalance with respect to the tire wheel assembly.

  As shown in FIG. 11B, for example, when reducing the static unbalance, the balance weight W of the tire wheel assembly 151 is formed so as to form an inverse vector with respect to the static unbalance vector UB. Attached to the wheel 152.

Further, as a technique for obtaining a smaller tire such as vibration, a method of selecting a tire having a small uniformity is known.
Uniformity is a force deviation (force fluctuation) generated in the tire when the tire is rotated once, and is measured by a uniformity machine.

  This uniformity occurs in the radial direction of the tire (RFV, Radial Force Variation), in the tangential direction (TFV, Tangential Force Variation), and in the lateral direction (rotational axis direction). There is a deviation of force (LFV, Lateral Force Variation).

  As the uniformity, so-called low-speed uniformity, which is measured under the condition that the rotation speed of the tire rotates at a low speed of about 60 rpm, and high-speed uniformity when the tire rotates at a speed corresponding to the highway speed are known. (For example, refer to Patent Document 3 and Patent Document 4).

JP 2008-281175 A JP 2003-184958 A Japanese Patent No. 4025560 JP 2009-8506 A

By the way, as shown in FIG. 11B, among the techniques for obtaining a tire wheel assembly with small vibrations or the like, a technique for canceling mass unbalance (vector UB) with a balance weight W (see, for example, Patent Document 1 and Patent Document 2). ), When the tire wheel assembly 151 rotates at a low speed, it is possible to reduce vibrations to some extent. This is because, in the tire wheel assembly 151 at the time of low-speed rotation, RFV is dominant compared to TFV and LFV in uniformity, and mass unbalance (vector UB) and RRO (Radial Run-Out) are included in this RFV. Is considered to be greatly involved.
However, when the tire wheel assembly 151 rotates at a high speed, vibrations of the tire wheel assembly 151 cannot be reliably reduced unless a deviation in force such as TFV is considered in addition to RFV. That is, with the technique for canceling mass unbalance (vector UB) with the balance weight W (see, for example, Patent Document 1 and Patent Document 2), the vibration of the tire wheel assembly 151 rotating at high speed cannot be reliably reduced.
Therefore, if the tire wheel assembly can be adjusted so as to reduce the high speed uniformity, the vibration of the tire wheel assembly rotating at high speed can be reliably reduced.

  Therefore, the present inventors have found that the high-speed uniformity can be reduced by adjusting the mass and the mounting phase of the balance weight attached to the tire wheel assembly, and have previously proposed the following high-speed uniformity adjustment method. (Japanese Patent Application No. 2010-122194 (unpublished)). FIG. 11A to be referred to is an explanatory view of a high-speed uniformity adjustment method (not disclosed) of a tire wheel assembly using a balance weight.

As shown in FIG. 11 (a), this high-speed uniformity adjustment method uses a vector represented by the sum of a high-speed uniformity vector (vector RH1 and vector TH1) and a balance weight W centrifugal force vector (vector CF). The balance weight W is attached at a position corresponding to the phase δ so that the magnitude is smaller than the magnitude of the high-speed uniformity vector (vector RH1 and vector TH1).
That is, the tire wheel assembly 101 subjected to the high-speed uniformity adjustment shown in FIG. 11A has a tire wheel assembly 151 to which the balance weight W is attached so as to reduce the mass unbalance (vector UB) shown in FIG. Unlike this, the balance weight W is attached so as to reduce the high-speed uniformity (vector RH1 and vector TH1). As a result, as described above, the tire wheel assembly 101 shown in FIG. 11A can surely reduce vibration and the like at high speed rotation than the tire wheel assembly 151 shown in FIG. 11B.
However, the tire wheel assembly 101 (see FIG. 11A) is increased in weight by the attached balance weight W. Therefore, in consideration of recent demands for lower fuel consumption and lower environmental impact of vehicles, a high-speed uniformity reduction technique that does not increase the weight of the tire wheel assembly 101 is desired.

  An object of the present invention is to provide a high-speed uniformity adjustment system, a high-speed uniformity adjustment method, and a tire wheel assembly and a hub disk assembly that have been subjected to high-speed uniformity adjustment, which can reduce the high-speed uniformity of the tire wheel assembly without increasing the weight of the tire wheel assembly. It is to provide an assembly.

  The high-speed uniformity adjustment system for a tire wheel assembly according to the present invention that solves the above-described problems is a weighted phase of weight unbalance of the hub disk assembly when the tire wheel assembly is attached to a hub disk assembly including a wheel hub and a brake disk. The phase of the tire wheel assembly that matches the variable θ, a high-speed uniformity vector of the tire wheel assembly estimated or measured when the tire wheel assembly is attached to the hub disk assembly, and the hub The magnitude of the vector indicated by the sum of the weight unbalance of the disk assembly and the vector of the centrifugal force generated in the priority phase is the magnitude of the vector of the high-speed uniformity estimated or measured. Characterized in that it comprises an arithmetic unit for executing the steps of calculating the value of the variable θ as remote reduced, the.

According to this high-speed uniformity adjustment system, the magnitude of the vector indicated by the sum of the estimated or measured high-speed uniformity vector and the centrifugal force vector based on the weight imbalance in the priority phase of the hub disk assembly is estimated or measured. The tire wheel assembly is attached to the hub disk assembly after phase matching based on the phase θ (the value of the calculated variable θ) that is smaller than the magnitude of the high-speed uniformity vector.
Therefore, the high speed uniformity of the tire wheel assembly attached to the hub disk assembly in phase alignment based on the phase θ (the value of the calculated variable θ) is the weight imbalance in the priority phase of the hub disk assembly. Is canceled and reduced by the centrifugal force based on.

  In this high-speed uniformity adjustment system, the high-speed uniformity is an estimated or measured primary component (RH1) of the high-speed RFV and an estimated or measured primary component (TH1) of the high-speed TFV, and the value of the variable θ In the step of calculating ## EQU1 ## it is preferable to obtain a value of θ of the evaluation function J represented by the following formula (1).

  In addition, according to the high-speed uniformity adjustment system as described above, the step of measuring the weight mass and the weight phase of the weight unbalance of the hub disk assembly including the wheel hub and the brake disk, and the tire wheel attached to the hub disk assembly It is indicated by the sum of the step of estimating or measuring the high speed uniformity of the assembly, the vector of the high speed uniformity of the tire wheel assembly estimated or measured, and the vector of the centrifugal force generated in the weight phase of the weight unbalance of the hub disk assembly. The hub disk assembly and the tire wheel assembly are in phase so that the magnitude of the vector is less than the magnitude of the estimated or measured high speed uniformity vector of the tire wheel assembly. It is possible to provide a high-speed uniformity adjustment method of tire-wheel assembly, characterized in that at Align state and a step of attaching the tire-wheel assembly to the hub disc assembly.

  Further, according to the high-speed uniformity adjustment method, the tire wheel assembly is an assembly including a hub disk assembly including a wheel hub and a brake disk and a tire wheel assembly attached to the hub disk assembly, and the tire wheel assembly estimated or measured. Of the high-speed uniformity vector of the tire wheel assembly and the vector of the centrifugal force generated in the weight phase of the weight unbalance of the hub disk assembly. A tire wheel assembly and a hub disk assembly, wherein the hub disk assembly and the tire wheel assembly are attached in phase with each other so as to reduce the size of the tire wheel assembly. It is possible to provide the assembly.

  According to the present invention, a high-speed uniformity adjustment system capable of reducing high-speed uniformity of a tire wheel assembly without increasing the weight of the tire wheel assembly, a high-speed uniformity adjustment method, a tire wheel assembly and a hub disk assembly subjected to high-speed uniformity adjustment, and Can be provided.

1 is a perspective view of an assembly of a tire wheel assembly and a hub disk assembly according to an embodiment of the present invention. It is a partial expanded sectional view which partially shows the II-II cross section of FIG. FIG. 5 is a configuration explanatory view of an assembly according to the present embodiment in which a tire wheel assembly is attached at a phase θ to a hub disk assembly having a weight unbalance (emphasis). 1 is a configuration explanatory diagram of a high-speed uniformity adjustment system according to an embodiment of the present invention. FIG. It is a structure explanatory drawing of the high-speed uniformity detection apparatus which outputs the estimated value of high-speed uniformity. It is a structure explanatory view of a low-speed uniformity machine. It is a flowchart which shows the process which the arithmetic unit of a high-speed uniformity adjustment system performs. (A) is a composite diagram of the estimated or measured high-speed RH1 vector of the tire wheel assembly and the centrifugal force vector of the hub disk assembly, and (b) is the estimated or measured high-speed TH1 vector and the hub. FIG. 5 is a composite diagram of a centrifugal force vector of a disc assembly. (A) is a schematic diagram for explaining an aspect in which a tire wheel assembly is attached to a hub disk assembly with five stud bolts, and (b) is a tire wheel assembly with respect to a hub disk assembly with four stud bolts. It is a schematic diagram for demonstrating the aspect to attach. (A) is process drawing which shows the production process of the assembly of the tire wheel assembly and hub disk assembly which concern on the Example of this invention, (b) is the group of the tire wheel assembly and hub disk assembly which concern on a comparative example It is process drawing which shows the production process of a solid. (A) is explanatory drawing of the high-speed uniformity adjustment method of the tire wheel assembly using a balance weight, (b) is explanatory drawing of the prior art which attaches a balance weight so that mass unbalance may be reduced with respect to a tire wheel assembly. It is.

  Hereinafter, a high-speed uniformity adjustment system for a tire wheel assembly, a high-speed uniformity adjustment method, and an assembly of a tire wheel assembly and a hub disk assembly subjected to high-speed uniformity adjustment according to embodiments of the present invention will be described in detail with reference to the drawings as appropriate. Explained. Here, the assembly, the high-speed uniformity adjustment system, and the high-speed uniformity adjustment method will be described in this order. In the following description, the front-rear, up-down, left-right directions are based on the front-rear, up-down, left-right directions shown in FIG.

(Assembly)
As shown in FIG. 1, the assembly 10 according to the present embodiment is attached to the hub disk assembly 4 by the phase alignment described later with the marking 60 indicating the priority phase of the hub disk assembly 4 as a mark. It is a thing. FIG. 1 shows a state in which the assembly 10 arranged on the left front side of the assemblies 10 arranged at four locations on the front, rear, left and right sides of the vehicle is looked down from the diagonally left front.
In FIG. 1, a marking 60 indicated by a black circle indicates a phase where the emphasis of the hub disk assembly 4 exists, and does not indicate a radial position of the hub disk assembly 4 where the emphasis exists. Therefore, the position of the marking 60 does not necessarily coincide with the position of the emphasis (does not overlap). Incidentally, the importance phase to which the marking 60 is attached is measured by the importance phase detection device 22 (see FIG. 4) described later.
In FIG. 1, reference numeral 8 denotes a nut that is fastened to the stud bolt 7 inserted through the bolt insertion hole H3, reference numeral 34 denotes a knuckle, and reference numeral 35 denotes a brake caliper.

  As shown in FIG. 2, the hub disk assembly 4 includes a wheel hub 5, a brake disk 6, and a stud bolt 7.

The wheel hub 5 is mainly composed of a shaft tube portion 51 and a flange portion 52 formed on the shaft tube portion 51 on the outer side in the vehicle width direction (on the right side in FIG. 2).
An axle 31 that is serrated and joined is disposed on the inner side of the shaft cylinder portion 51, and is attached to the axle 31 with a spindle nut 32 that is screwed into a screw portion provided on the outer side in the vehicle width direction of the axle 31. Further, the shaft cylinder portion 51 is supported by the knuckle 34 through a bearing 33 so as to be rotatable.
The flange portion 52 is a disk-like member protruding in the radial direction of the shaft tube portion 51, and a plurality of bolts are inserted in the circumferential direction of the flange portion 52 so as to be arranged at equal intervals on a circle centering on the rotation axis. A hole H1 is formed. Incidentally, the number of bolt insertion holes H1 in the present embodiment is five according to the number of stud bolts 7 (see FIG. 1) to be inserted into the bolt insertion holes H1.

The brake disc 6 shown in FIG. 2 has a disk shape, and has a thin hat shape in a sectional view in the axial direction. The brake disk 6 includes a rotor portion 61 corresponding to the hat-shaped flange portion and a fastening portion 62 corresponding to the hat-shaped convex portion.
A brake pad (not shown) of the brake caliper 35 shown in FIG. 1 is pressed against the rotor portion 61 when the vehicle is braked.
As shown in FIG. 2, the surface of the fastening portion 62 facing the flange portion 52 is flat, and the fastening portion 62 has the flange portion described above from the vehicle width direction inner side (left side in FIG. 2). 52 abuts. The fastening portion 62 has a bolt insertion hole H2 at a position corresponding to the bolt insertion hole H1 of the flange portion 52. An opening 63 through which the end of the shaft cylinder portion 51 is inserted is formed at the center of the fastening portion 62, and the spindle nut 32 faces the opening 63.

  As shown in FIG. 2, the stud bolt 7 is inserted into the bolt insertion hole H <b> 1 of the flange portion 52 and the bolt insertion hole H <b> 2 of the fastening portion 62 from the inner side in the vehicle width direction (left side in FIG. 2). 71 projects from the fastening portion 62 of the brake disk 6 toward the outside in the vehicle width direction (left side in FIG. 2). The stud bolts 7 inserted into the five bolt insertion holes H1 (bolt insertion holes H2) are equally spaced in the circumferential direction (72 degrees) around the rotation axis of the hub disk assembly 4, as shown in FIG. Will be lined up at intervals. In addition, there is no restriction | limiting in particular about the number of the stud bolts 7 in this invention.

As shown in FIG. 1, the tire wheel assembly 1 includes a wheel 2 and a toroid-shaped pneumatic tire 3 attached around the wheel 2.
In the wheel 2, five bolt insertion holes H <b> 3 are formed so as to correspond to the positions of the five stud bolts 7 of the hub disk assembly 4. And the assembly 10 which concerns on this embodiment inserts the stud bolt 7 of the hub disc assembly 4 in the bolt insertion hole H3 of the tire wheel assembly 1, and then screwes the nut 8 to the stud bolt 7 and fastens it. It is configured.

  Such an assembly 10 has a vector size indicated by the sum of the estimated or measured high-speed uniformity vector of the tire wheel assembly 1 and the centrifugal force vector generated in the weight unbalance weight phase of the hub disk assembly 4. The hub disk assembly 4 and the tire wheel assembly 1 are mounted in phase with each other so that the (vector absolute value) is smaller than the estimated or measured high speed uniformity vector of the tire wheel assembly 1. Is.

More specifically, as shown in FIG. 3, the assembly 10 includes a primary component (vector RH1) in a force deviation (RFV, Radial Force Variation) generated in the radial direction as a high-speed uniformity of the tire wheel assembly 1; Weight imbalance so that “J” in the evaluation function (see equation (1) described later) with the primary component (vector TH1) in the force deviation (TFV, Tangential Force Variation) generated in the tangential direction is minimized. That is, the tire wheel assembly 1 is attached to the hub disk assembly 4 having the weight 9 of the mass m with the phase θ (hereinafter sometimes referred to as “attachment phase θ”). Incidentally, the attachment phase θ in the present embodiment is defined by an angle that opens counterclockwise from the reference phase θ _S (for example, 0 deg).
In FIG. 3, the primary component RH1 of the high-speed RFV is an abbreviation of Radial Harmonic 1st, and the primary component TH1 of the high-speed TFV is an abbreviation of Tangential Harmonic 1st.
The “primary component” is synonymous with the first harmonic component of the Fourier equation having a frequency of one cycle per rotation of the tire wheel assembly 1 (the same applies hereinafter).

3 is measured as a mass point of a mass m existing at a position equal to the radius (r) of the hub disk assembly 4 in the above-described importance phase by an importance phase detector 22 (see FIG. 4) described later. Is done. Hereinafter, this mass m may be referred to as a weighted mass.
In FIG. 3, the direction of vector RH1 (hereinafter sometimes referred to as phase α) and magnitude, the direction of vector TH1 (hereinafter sometimes referred to as phase β) and magnitude, and the centrifugal force generated at point 9 The direction (weight phase) and magnitude of (vector mrω ² ) are not shown in the actual one, and are determined by the high-speed uniformity adjustment system 11 described below. Incidentally, the phase α, the phase β, and the priority phase described above are defined by an angle that opens counterclockwise from the reference phase θ _S (for example, 0 deg).

(High-speed uniformity adjustment system)
As shown in FIG. 4, the high-speed uniformity adjustment system 11 according to the present embodiment includes a high-speed uniformity detection device 23, a priority phase detection device 22, and a calculation device 21.

<High-speed uniformity detector>
The high speed uniformity detector 23 outputs high speed RH1 and high speed TH1 as high speed uniformity. Specifically, the phase α and magnitude of the vector RH1 and the phase β and magnitude of the vector TH1 are output. As the high-speed uniformity output from the high-speed uniformity detector 23, any of measured values (high-speed RH1, high-speed TH1) and estimated values (estimated high-speed RH1, estimated high-speed TH1) can be used.
The high-speed uniformity detection device 23 that outputs the measured high-speed uniformity (measured value) can be configured by a high-speed uniformity machine.

  The term “high speed” in the high-speed uniformity machine in the present embodiment means that which measures a uniformity of a high-speed rotation speed, rather than measuring a uniformity of a rotation speed of about 60 rpm, which will be described later. More specifically, it means a rotational speed at which TFV must be taken into consideration for “low speed” in which TFV (Tangential Force Variation) can be ignored in the above-mentioned uniformity.

This high-speed uniformity machine is a measuring device known under the name of “high-speed uniformity machine” in the technical field related to tires. The high-speed uniformity machine in the present embodiment is a tire wheel assembly 1 for reducing vibrations and the like. It is assumed that a high-speed uniformity can be measured in the target rotation speed band (preferably 1000 rpm or more).
In addition, as a high-speed uniformity machine in this embodiment, commercial items, such as HSU-1064 (made by Akron Standard) and 100D26-PH (made by Kobe Steel), can be used, for example.

By the way, a high-speed uniformity machine is large and uncommon unlike a low-speed uniformity machine that measures a low-speed uniformity machine having a rotation speed of about 60 rpm. In addition, it takes a long time to measure high-speed uniformity.
On the other hand, as the high-speed uniformity detection device 23 in the present embodiment, a device that outputs high-speed uniformity (estimated value) estimated based on the low-speed uniformity that can be measured in a relatively short time can be used. Next, FIG. 5 referred to is a configuration explanatory diagram of a high-speed uniformity detector that outputs an estimated value of high-speed uniformity.

  The high-speed uniformity detection device 23a shown in FIG. 5 obtains in advance a transfer function used when estimating the high-speed uniformity based on the low-speed uniformity, and the transfer function and the actually measured low-speed uniformity of the tire wheel assembly 1 The high-speed uniformity estimated value is calculated based on the above and output.

  As shown in FIG. 5, the high-speed uniformity detection device 23 a includes a high-speed uniformity machine 12, a low-speed uniformity machine 13, a balancer 20, and a calculation unit 24.

The high-speed uniformity machine 12 is configured in the same manner as the high-speed uniformity machine described above, and is used for measuring high-speed uniformity of the “sample of the tire wheel assembly 1”.
Here, the “sample of the tire wheel assembly 1” is used to determine the transfer function, and is the same as the “tire tire assembly 1” used for the estimation of the high speed uniformity using the high speed uniformity detector 23a. It has a structure. This “sample of tire wheel assembly 1” is extracted from a plurality of “tire wheel assemblies 1” used for estimation of high-speed uniformity, and “tire wheel assembly 1”, “sample of tire wheel assembly 1”, and so on. Are preferably belonging to the same production lot.

  As described above, the high-speed uniformity machine 12 can measure the uniformity at the rotation speed corresponding to the highway speed, unlike the low-speed uniformity machine 13 that measures the uniformity at the rotation speed of about 60 rpm. The high-speed uniformity machine 12 measures and outputs the high-speed RH1 and the high-speed TH1 for the “sample of the tire wheel assembly 1” rotating at the target high-speed rotation speed.

  The low speed uniformity machine 13 measures the uniformity (low speed RH1) of the tire wheel assembly 1 rotating at a low speed and the primary component (low speed r1) of the instantaneous radius of the tire wheel assembly 1. Next, FIG. 6 referred to is a configuration explanatory diagram of a low-speed uniformity machine.

  As shown in FIG. 6, the low speed uniformity machine 13 rotates in contact with the driving motor 15 that rotates the tire wheel assembly 1 at a low speed and the rotating tire wheel assembly 1, and a predetermined load is applied to the tire wheel assembly 1. A drum (road wheel) 14 for applying a force, a sensor 16a provided on the drum 14 for detecting the radial force of the tire wheel assembly 1, and a sensor provided on the drum 14 for detecting the angular velocity of the rotating drum 14. 16b, a sensor 16c which is provided so as to face the tread portion of the tire 3 of the tire wheel assembly 1 and measures an instantaneous radius r1 of the rotating tire wheel assembly 1, and each sensor 16a, 16b, 16c Input a signal and use it as a signal current (or signal voltage) The electric signal adjusters 17a and 17b that adjust and output, and the computer 18 that calculates and outputs the low speed RH1 and the low speed r1 based on the signal current (or signal voltage) input from the electric signal adjusters 17a and 17b. It can be prepared.

The low-speed uniformity machine 13 further includes a sensor that detects the angular velocity of the tire wheel assembly 1 that is rotated by the drive motor 15 (not shown). As this sensor, for example, an optical sensor capable of optically reading the zero reference mark 19 provided on the tire 3 shown in FIG. 6 is desirable.
In FIG. 6, reference numeral 2 denotes a wheel of the tire wheel assembly 1.

  The balancer 20 shown in FIG. 5 measures and outputs the unbalance UB of the tire wheel assembly 1. Incidentally, this unbalanced UB is output as the magnitude of the unbalanced UB (for example, the absolute value of the vector UB shown in FIG. 11B) and the direction (for example, the phase of the vector UB shown in FIG. 11B). Is done.

As this balancer 20, a known one can be used, and it can be used if at least a static imbalance can be measured. However, a balancer that can measure a dynamic unbalance can also be used. it can.
The rotational speed of the tire wheel assembly 1 when measuring the unbalance UB with the balancer 20 is preferably 300 rpm or more, and more preferably 500 rpm or more.

  The balancer 20 in this embodiment includes what is called a balance tester, an unbalance tester, a spin balance machine, a bubble balance tester, and the like.

  The arithmetic unit 24 shown in FIG. 5 includes a high speed RH1 and a high speed TH1 of the “sample of the tire wheel assembly 1” output from the high speed uniformity machine 12, and a low speed RH1 of the “sample of the tire wheel assembly 1” output from the low speed uniformity machine 13. Based on the low speed r1 and the unbalance UB of the “sample of the tire wheel assembly 1” output from the balancer 20, the transfer function is calculated by the steps described later. The calculation unit 24 includes a storage unit (not shown), and the storage unit is configured to store the calculated transfer function.

Next, the operation of the high-speed uniformity detector 23a shown in FIG. 5 will be described.
In the high-speed uniformity detection device 23a, first, a transfer function relating the low-speed uniformity and the high-speed uniformity is obtained.
The high-speed uniformity machine 12 measures the high-speed TH1 of the “sample of the tire wheel assembly 1”, the low-speed uniformity machine 13 measures the low-speed RH1 and the low-speed r1 of the “sample of the tire wheel assembly 1”, and the balancer 20 The aforementioned unbalance UB of the “sample of the tire wheel assembly 1” is measured.

  In the high-speed uniformity detection device 23a, the calculation unit 24 derives the following expression (2) including the transfer function H.

F _x ^high = H _xz · F _z ^low + H _xr · r1 + H _xb · UB (2)
However, in the formula (2), F _x ^high is the ^high speed TH1 measured for the “sample of the tire wheel assembly 1”, and F _z ^low is the ^low speed RH1 measured for the “sample of the tire wheel assembly 1”. , R1 and UB are as defined above, H _xz is the transfer function between the high speed TH1 and the low speed RH1 for the “sample of the tire wheel assembly 1”, and H _xr is “the tire wheel assembly 1 H _xb is the transfer function between the high speed TH1 and the unbalanced UB for the “sample of the tire wheel assembly 1”.

Incidentally, as a method for calculating the transfer function H, a known calculation example (for example, see Patent Document 3) can be used. As an example, for example, when M “samples of the tire wheel assembly 1” is measured and F _x , F _z , r1 and UB are obtained, the following formula is obtained by multiplying these complex conjugates. (3), following Formula (4) and following Formula (5) are calculated | required.

F _xm · F ^* _zm = H _xz · F _zm · F ^* _zm + H _xr · r1 _m · F ^* _zm + H _xb · UB · F ^* _zm
・ ・ ・ ・ ・ Formula (3)

F _xm · r1 ^* _m = H _xz · F _zm · r1 ^* _m + H _xr · r1 _m · r1 ^* _m + H _xb · UB · r1 ^* _m
・ ・ ・ ・ ・ Formula (4)

F _xm · UB ^* _m = H _xz · F _zm · UB ^* _m + H _xr · r1 _m · UB ^* _m + H _xb · UB · UB ^* _m
..... Formula (5)
However, the attached letter m in the equations (3) to (5) means the one corresponding to the mth “sample of the tire wheel assembly 1” among the M “samples of the tire wheel assembly 1”.

Next, F _x , F _z , r1 and UB are summed for all m “samples of tire wheel assembly 1” measured, and averaged over all measured “samples of tire wheel assembly 1”. Thus, the following equation (6), the following equation (7), and the following equation (8) are obtained.

C _xz = H _xz · C _zz + H _xr · C _rz + H _xb · C _bz (6)

C _xr = H _xz · C _zr + H _xr · C _rr + H _xb · C _br (7)

C _xb = H _xz · C _zb + H _xr · C _rb + H _xb · C _bb (8)

Then, in these formulas (6), (7), and (8), the mutual spectrum function for C _ij is calculated by the following formula (9).

In the formula (9), _{F i} and _{F j} are the TH1 and RH1, which is measured, ^{F *} represents the complex conjugate, M and m have the same meanings as defined above.
As a result, a determinant represented by the following equation (10) can be obtained as a solution related to the transfer function H of the equations (6), (7), and (8).

  In the high-speed uniformity detection device 23a shown in FIG. 5, the following expression (11) including the transfer function H is derived by the calculation unit 24.

F _z ^high = H _zz · F _z ^low + H _Zb · UB (11)
However, in the above formula _(11), ^{F z high} is a high-speed RH1 measured for the "sample of the tire wheel assembly 1 _{', H zz} is the fast RH1 and slow RH1 for" sample of the tire wheel assembly 1 " H _Zb is a transfer function between the high-speed RH1 and the UB for the “sample of the tire wheel assembly 1”, and F _z ^low and UB are as _defined above.

Incidentally, the transfer function H in the equation (11) can be obtained by the same method as the determinant represented by the following equation (10) from the equation (2).
And the transfer function H of said Formula (2) and said Formula (11) is stored in the memory | storage means (not shown) of the calculating part 24 as above mentioned.

  Next, in the high-speed uniformity detection device 23a, the low-speed uniformity machine 13 has the low-speed RH1 of the “tire wheel assembly 1” to be estimated for the high-speed uniformity and the instantaneous radius 1 of the “tire wheel assembly 1”. The next component (low speed r1) is measured and output. Further, the balancer 20 shown in FIG. 5 measures and outputs the unbalance UB of the “tire wheel assembly 1” that is the target of high-speed uniformity estimation.

Next, the calculation unit 24 estimates the high speed RH1 and the high speed TH1 of the “tire wheel assembly 1” based on the measured low speed RH1, the low speed r1, the unbalance UB, and the transfer function stored in a storage unit (not shown).
Incidentally, the calculation unit 24 estimates the high speed RH1 by calculating F _x ^high in the equation (2), and estimates the ^high speed TH1 by calculating F _z ^high in the equation (11). Then, as shown in FIG. 5, the calculation unit 24 outputs the estimated high speed RH1 and the estimated high speed TH1.

<Important phase detector>
As described above, the weight phase detection device 22 shown in FIG. 4 measures the mass of the weight 9 (weight weight) and the phase of the weight 9 (weight phase) of the hub disk assembly 4 shown in FIG. Incidentally, as described above, the hub disc assembly 4 is obtained by assembling the wheel hub 5, the brake disc 6, and the stud bolt 7 to each other. The bearing 33, the axle 31, and the spindle nut 32 shown in FIG. Is not included in the hub disk assembly 4.

  As the priority phase detection device 22, a balance measuring machine having a known structure for measuring the balance of the hub disk assembly 4 can be used, and the axis of the wheel hub 5 is adjusted by aligning the rotation axis of the hub disk assembly 4 in the vertical direction. A rotation drive unit (not shown) that chucks and rotates the cylindrical part 51 (see FIG. 2), and a measurement unit (not shown) that measures the balance of the hub disk assembly 4 that rotates at a predetermined rotational speed. Is mentioned.

As shown in FIG. 4, the weight mass measured by the weight phase detection device 22 is output to the calculation device 21. Note that this weighted mass is measured as the weighted mass at the position of the radius (r) of the hub disk assembly 4 as described above.
Further, the importance phase measured by the importance phase detection device 22 can be marked on the brake disk 6 so that the position thereof can be visually recognized by the user. Incidentally, in FIG. 1, the black circle marks are drawn as the marking 60, but the marking is not limited to this, and the shape of the marking and the radial position of the brake disk 6 to be marked can be set appropriately. it can.
As described above, the user can phase align the tire wheel assembly 1 with respect to the hub disk assembly 4 with the marking 60 as a mark.

<Calculation device>
As shown in FIG. 4, the computing device 21 includes an estimated or measured high-speed uniformity (estimated high-speed RH1 and estimated high-speed TH1, or high-speed RH1 and high-speed TH1) output from the high-speed uniformity detector 23, and the priority phase detector 22. The tire wheel assembly 1 is mounted on the hub disk assembly 4 to reduce the estimated or measured high-speed uniformity, and the following steps are executed based on the weighted mass output by the vehicle. Specifically, a hub disk having a weight unbalance (weighted mass) so that “J” in the evaluation function (see formula (1) described later) between the vector RH1 and the vector TH1 shown in FIG. 3 is minimized. The mounting phase θ of the tire wheel assembly 1 with respect to the assembly 4 is calculated by executing the steps described later.

(High-speed uniformity adjustment method)
Next, the operation of the high-speed uniformity adjustment system 11 according to the present embodiment will be described based on the steps executed mainly by the arithmetic device 21, and the high-speed uniformity adjustment method according to the present embodiment will be described. Next, FIG. 7 referred to is a flowchart showing steps executed by the arithmetic device of the high-speed uniformity adjustment system.

  As shown in FIG. 7, in the high-speed uniformity adjustment method using the high-speed uniformity adjustment system 11 (see FIG. 4), the arithmetic device 21 (see FIG. 4) outputs the high-speed uniformity detection device 23 (see FIG. 4). Then, the high speed uniformity (estimated high speed RH1 and estimated high speed TH1 or high speed RH1 and high speed TH1) of the estimated or measured tire wheel assembly 1 (see FIG. 3) is acquired (step S201).

Further, the computing device 21 acquires the mass (weighted mass) of the weighted 9 (see FIG. 3) of the hub disk assembly 4 (see FIG. 3) output from the weighted phase detecting device 22 (see FIG. 4) (step S202). ).
Note that step S202 is executed after step S201, but may be executed before step S201 or in parallel with step S201.

  The arithmetic unit 21 sets the phase of the tire wheel assembly 1 that matches the priority phase to the variable θ when the tire wheel assembly 1 is attached to the hub disk assembly 4 (step S203).

Next, the computing device 21 estimated or measured the magnitude of the vector represented by the sum of the estimated or measured high-speed uniformity vector and the vector of the centrifugal force (mrω ² ) at the point 9 (see FIG. 3). The value of the variable θ that is reduced from the high-speed uniformity vector, that is, the mounting phase θ of the tire wheel assembly 1 with respect to the hub disk assembly 4 is calculated and output (step S204).
Specifically, the computing device 21 computes θ of the evaluation function J represented by the following formula (1).

  Note that the angular velocity ω in the equation (1) is equal to the angular velocity of the tire wheel assembly 1 when the high speed uniformity is measured by the high speed uniformity machine. In general, the angular velocity ω in the equation (1) is appropriately set within a target rotational speed band of the tire wheel assembly 1 to reduce the above-described vibration and the like.

  A in the formula (1) is set according to the characteristics of the vehicle (the vehicle body vibration characteristics caused by the high speed RH1 and the high speed TH1) to which the tire wheel assembly 1 according to the present embodiment is attached. This is a parameter for adjusting the ratio of reducing uniformity with the high-speed TH1.

Next, the relationship between the evaluation function shown by Formula (1) and the high speed uniformity (high speed RH1 and high speed TH1) will be described.
FIG. 8 (a) to be referred to next is a composite diagram of the estimated or measured high-speed RH1 vector of the tire wheel assembly and the centrifugal force vector of the hub disk assembly, and FIG. 8 (b) is estimated or measured. FIG. 6 is a composite diagram of the vector of the high-speed TH1 and the centrifugal force vector of the hub disk assembly.

When the assembly 10 in which the tire wheel assembly 1 is mounted at the mounting phase θ with respect to the hub disk assembly 4 having the weight m is rotated at the angular velocity ω, as shown in FIGS. 8 (a) and 8 (b), the weight 9 The centrifugal force (mrω ² ) of (see FIG. 3) can be represented by a vector of the mounting phase θ. As shown in FIG. 3, “r” is a distance from the center of rotation of the hub disk assembly 4 to the point 9. In the present embodiment, as described above, the value is equal to the radius of the hub disk assembly 4. Stipulated in
In FIGS. 8A and 8B, θ _S is the reference phase described above.

Then, the estimated or measured high speed RH1 of the tire wheel assembly 1 rotating at the angular velocity ω can be represented by a vector of magnitude RH1 and phase α (constant value) as shown in FIG. That is, the sum of the vector of the centrifugal force (mrω ² ) at the point 9 (see FIG. 3) of the hub disk assembly 4 in the assembly 10 rotating at the angular velocity ω and the vector of the estimated or measured high speed RH1 of the tire wheel assembly 1. Can be represented as a vector RH1 ′. The component of the vector RH1 ′ can be expressed by the following equation (12).

Vector RH1´ = (RH1cosα + mrω ² cosθ, RH1sinα + mrω ² sinθ)
..... Formula (12)
However, in Formula (12), RH1 is the estimated or measured magnitude of the vector of RH1 of the tire wheel assembly 1, and α, m, r, ω, and θ are as described above.

Incidentally, the magnitude of the vector RH1 ′ can be expressed by the element {} ^1/2 located in the previous (first) of the two elements enclosed by {} ^1/2 in the expression (1). it can.

On the other hand, as shown in FIG. 8B, a high speed TH1 (indicated by a broken line in FIG. 8B), which is a tangential force of the tire wheel assembly 1, has a magnitude TH1 and a phase β (constant value). ) Vector. When this vector is converted so as to start from the center of the tire wheel assembly 1, a vector of magnitude TH1 and phase (β-90 °) as shown by a solid line TH1 in FIG. 8B. Can be expressed as That is, the sum of the vector of the centrifugal force (mrω ² ) of the point 9 (see FIG. 3) of the hub disk assembly 4 in the assembly 10 rotating at the angular velocity ω and the vector of the estimated high speed TH1 of the tire wheel assembly 1. Can be represented as a vector TH1 ′. Moreover, the component of vector TH1 'can be represented by following Formula (13).

Vector TH1´ =
(TH1cos (β−90 °) + mrω ² cosθ, TH1sin (β−90 °) + mrω ² sinθ)
... Formula (13)
However, in Formula (13), TH1 is the estimated or measured TH1 vector size of the tire wheel assembly 1, and β, m, r, ω, and θ are as described above.

Incidentally, the magnitude of this vector TH1 ′ can be expressed by the element of {} ^1/2 located behind (second) of the two elements enclosed by {} ^1/2 in the expression (1). it can.
That is, in this step S104, the computing device 21 computes and outputs the phase θ of the evaluation function J represented by the equation (1) by the so-called minimax method (see FIG. 4).

  Then, as shown in FIG. 3, the tire wheel assembly 1 is attached to the hub disk assembly 4 having the weight imbalance (weight 9) with the phase θ (attachment phase θ) output by the arithmetic unit 21. A series of steps of the high-speed uniformity adjustment method according to the embodiment ends.

  According to the high-speed uniformity adjustment system 11, the high-speed uniformity adjustment method, and the tire wheel assembly 1 and the hub disk assembly 4 that have been subjected to the high-speed uniformity adjustment, the hub having the weight unbalance (weight 9). By attaching the tire wheel assembly 1 to the disc assembly 4 with the phase θ (attachment phase θ) output from the arithmetic unit 21, the high speed uniformity of the tire wheel assembly 1 is reduced. Vibration and noise can be reliably reduced.

  Further, according to the present invention, unlike the case where the balance weight W (see FIG. 11 (a)) is used to reduce the high speed uniformity of the tire wheel assembly 1, the weight unbalance (weight 9) of the hub disk assembly 4 is achieved. Since the high-speed uniformity of the tire wheel assembly 1 is reduced using the above, the high-speed uniformity of the tire wheel assembly 1 can be reduced without increasing the weight of the tire wheel assembly 1.

  Further, according to the present invention, since the high speed uniformity of the tire wheel assembly 1 is reduced, in the technology for selecting tires based on the high speed uniformity (see, for example, Patent Document 3), the allowable range of tire selection is widened. Tire yield can be improved.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, It can implement with a various form.
In the above-described embodiment, the mounting phase θ of the tire wheel assembly 1 with respect to the hub disk assembly 4 that reduces the estimated or measured high-speed uniformity is calculated, and as shown in FIG. On the other hand, an assembly 10 to which the tire wheel assembly 1 is attached is assumed. When the tire wheel assembly 1 is attached to the hub disk assembly 4 at the attachment phase θ, the assembly 10 according to this embodiment has the positions of the five stud bolts 7 and the five bolt insertion holes H3 of the wheel 2. The case where the positions coincide with each other (best mode) has been described.

  On the other hand, as described above, the present invention attaches the tire wheel assembly 1 to the hub disk assembly 4 having a weight unbalance so that the estimated or measured high-speed uniformity is reduced. Therefore, in the present invention, when the tire wheel assembly 1 is to be attached to the hub disk assembly 4 at the attachment phase θ, the positions of the five stud bolts 7 and the positions of the five bolt insertion holes H3 of the wheel 2 are set. Are in the range where the high-speed uniformity is reduced, in other words, with the mounting phase shifted within a predetermined angle range described later from the mounting phase θ, the five stud bolts 7 and the five The tire wheel assembly 1 can be attached to the hub disk assembly 4 so that the positions of the bolt insertion holes H3 coincide with each other.

FIG. 9A to be referred to next is a schematic diagram for explaining a mode in which the tire wheel assembly is attached to the hub disk assembly having five stud bolts.
As shown in FIG. 9A, when the tire wheel assembly 1 is to be attached to the hub disc assembly 4 at the attachment phase θ, the position of the stud bolt 7 of the hub disc assembly 4 and the tire wheel assembly 1 When the positions of the bolt insertion holes H3 do not coincide with each other, the tire wheel assembly 1 is displaced from the hub disk assembly 4 within the range of the mounting phase θ ± 36 deg. The positions of the two bolt insertion holes H3 can coincide with each other. Then, by inserting the five stud bolts 7 into the five bolt insertion holes H3 and attaching the tire wheel assembly 1 to the hub disk assembly 4, the hub disk assembly 4 can be moved to the hub disk assembly 4 with the smallest “shift angle” from the mounting phase θ. Thus, the assembly 10 to which the tire wheel assembly 1 is attached can be configured. As a result, the assembly 10 always has a reduced high-speed uniformity estimated or measured.
Incidentally, in FIG. 9 (a), the reference numeral 9 is the focus of the hub disk assembly 4, reference numeral theta _S is the reference phase.

FIG. 9B to be referred to next is a schematic diagram for explaining a mode in which the tire wheel assembly is attached to the hub disk assembly having four stud bolts.
As shown in FIG. 9 (b), the stud bolts 7 are shifted with respect to the four hub disk assemblies 4 within the range of the mounting phase θ ± 45 deg, thereby allowing the four stud bolts 7 and the tire wheel assembly 1 to be shifted. The four bolt insertion holes H3 can be made to coincide with each other. Then, by inserting the four stud bolts 7 through the four bolt insertion holes H3 and attaching the tire wheel assembly 1 to the hub disk assembly 4, the hub disk assembly 4 can be moved to the hub disk assembly 4 with the smallest “shift angle” from the mounting phase θ. Thus, the assembly 10 to which the tire wheel assembly 1 is attached can be configured. As a result, the assembly 10 always has a reduced high-speed uniformity estimated or measured.
Incidentally, in FIG. 9 (b), the reference numeral 9 is the focus of the hub disk assembly 4, reference numeral theta _S is the reference phase.

  That is, in the present invention, the hub disk assembly 4 having n stud bolts 7 (n is an integer of 2 or more) is shifted within the range of the mounting phase θ ± [360 deg / (2 · n)]. Thus, the n stud bolts 7 and the n bolt insertion holes H3 can be aligned with each other. Then, by inserting the n stud bolts 7 into the n bolt insertion holes H3 and attaching the tire wheel assembly 1 to the hub disk assembly 4, the hub disk assembly 4 with the smallest “shift angle” from the mounting phase θ. On the other hand, the assembly 10 to which the tire wheel assembly 1 is attached can be configured. As a result, the assembly 10 always has a reduced high-speed uniformity estimated or measured.

  In the above embodiment, the example in which the high speed uniformity is estimated based on the low speed RH1, the instantaneous radius R1 of the tire wheel assembly 1, the unbalance UB, and the transfer function is shown, but the present invention is limited to this. Instead, another estimation method (for example, refer to Patent Document 4) that estimates high-speed uniformity based on the low-speed RH1, RRO, and the unbalanced UB may be used.

  In the above embodiment, the high-speed uniformity of the tire wheel assembly 1 is reduced by using the weight unbalance (weight 9) of the hub disk assembly 4 without attaching the balance weight W to the tire wheel assembly 1. The present invention may be provided with an auxiliary balance weight W.

  Further, the present invention is an assembly 10 in which the tire wheel assembly 1 is attached to the hub disk assembly 4 having a weight unbalance (weight 9) so that the estimated high speed uniformity of the tire wheel assembly 1 is reduced. That's fine. Accordingly, the present invention marks the tire wheel assembly 1 with the phase of the opposite vector with respect to the estimated or measured high speed uniformity vector of the tire wheel assembly 1 as well as the marking 60 of the important phase of the hub disk assembly 4 and the tire wheel. An assembly 10 in which the tire wheel assembly 1 is attached to the hub disk assembly 4 by matching mounting the marking (not shown) of the assembly 1 may be used.

Next, examples of the present invention will be described to describe the present invention more specifically.
(Example)
In this example, an assembly of a tire wheel assembly and a hub disk assembly was manufactured through the steps described below. Next, FIG. 10A to be referred to is a process diagram showing a manufacturing process of an assembly of a tire wheel assembly and a hub disk assembly according to an embodiment.

  As shown in FIG. 10A, in the assembly manufacturing process, tires and wheels were first prepared (step S301). Next, after applying soapy water to the prepared tire and wheel, a so-called rim assembly, in which the tire is assembled to the wheel, was performed to produce a tire wheel assembly (step S302). In this step S302, RFV (low speed uniformity) peak alignment is not performed, and the rim can be assembled relatively freely without any particular limitation.

After high pressure inflation was performed on the tire on which the rim was assembled, so-called bead raising was performed (step S303), and bead fitting was performed to optimize the bead arrangement (step S304).
In this assembly manufacturing process, the weighted mass and the weighted phase of the hub disk assembly were measured, and the weighted phase was marked on the hub disk assembly (step S305). For the measurement of the important mass and the important phase, the same thing as the important phase detector 22 shown in FIG. 4 was used.

  Next, the optimum phase was marked on the tire wheel assembly (step S306). In step S306, in order to measure the high speed uniformity described below, the pressure of the high-pressure inflated tire was reduced to the normal pressure. After that, high speed uniformity was measured for this tire wheel assembly using a high speed uniformity machine. Then, the phase of the opposite vector with respect to the measured high-speed uniformity vector was marked on the tire wheel assembly 1.

  In the present embodiment, the weight of the weight marked in step S305 (weight weight measured by the weight phase detector 22) is less than the weight that completely cancels the high-speed uniformity vector. The weight was attached to a tire wheel assembly (wheel). Incidentally, this balance weight is attached to the phase of the inverse vector.

  Next, in this manufacturing process, the assembly of the tire wheel assembly and the hub disk assembly was manufactured by performing the match mount with the marking of the optimum phase of the tire wheel assembly and the marking of the hub disk assembly. S307).

  According to the assembly obtained through the manufacturing steps as described above, since the high speed uniformity of the tire wheel assembly is reduced, vibration and noise of the tire wheel assembly rotating at high speed can be surely reduced.

  This assembly also places the hub disk assembly emphasis on the phase of the inverse vector of the high speed uniformity vector to reduce the high speed uniformity of the tire wheel assembly. Therefore, according to this assembly, it is not necessary to arrange the balance weight at the phase of the reverse vector at all, or even if the balance weight is arranged, it is possible to use a slight balance weight.

(Comparative example)
In this comparative example, an assembly without high speed uniformity adjustment was manufactured. FIG. 10B to be referred to next is a process diagram showing a manufacturing process of an assembly of a tire wheel assembly and a hub disk assembly according to this comparative example.

As shown in FIG. 10B, in this assembly manufacturing process, steps S401 to S405 are substantially the same as steps S301 to S305 in the above-described embodiment.
However, in this comparative example, when the rim assembly in step S402 is performed, since the peak alignment that matches the peak position of the low speed RFV of the tire and the light point of the wheel is performed, the wheel prepared in step S401 is a single unit. The accuracy is being measured.

Next, in step S406 of the manufacturing process, unlike in step S306 of the embodiment, marking of a light spot on the tire wheel assembly is performed. For measuring the light points of the tire wheel assembly, the same one as the balancer 20 shown in FIG. 5 was used.
In this comparative example, the weight of the weight marked in step S405 (the weight of weight measured by the weight phase detector 22) was less than the weight that could be offset with the light point of the tire wheel assembly. Was attached to a tire wheel assembly (wheel).

  Next, in this manufacturing process, match mounting of the light spot marking of the tire wheel assembly and the emphasis marking of the hub disk assembly was performed to manufacture an assembly of the tire wheel assembly and the hub disk assembly.

According to the assembly obtained through such a manufacturing process, mass unbalance of the tire wheel assembly is reduced, but high-speed uniformity cannot be eliminated.
Therefore, with this assembly, it is not possible to reliably reduce vibration and noise of the tire wheel assembly rotating at high speed.

DESCRIPTION OF SYMBOLS 1 Tire wheel assembly 2 Wheel 3 Tire 4 Hub disk assembly 5 Wheel hub 7 Stud bolt 8 Nut 9 Important point 10 Assembly 11 High-speed uniformity adjustment system 12 High-speed uniformity machine 13 Low-speed uniformity machine 20 Balancer 21 Computation device 22 Important phase detection device 23 High-speed Uniformity detection device 23a High-speed uniformity detection device θ Mounting phase (variable)
H transfer function

Claims (6)

When the tire wheel assembly is attached to a hub disk assembly comprising a wheel hub and a brake disk, the phase of the tire wheel assembly that matches the weight phase of the weight unbalance of the hub disk assembly is set to a variable θ;
When the tire wheel assembly is attached to the hub disk assembly, the vector of the high speed uniformity of the tire wheel assembly estimated or measured and the vector of the centrifugal force generated in the priority phase of the weight unbalance of the hub disk assembly. Calculating the value of the variable θ such that the magnitude of the vector represented by the sum is smaller than the magnitude of the estimated or measured high-speed uniformity vector;
A high-speed uniformity adjustment system for a tire wheel assembly, comprising: The high-speed uniformity adjustment system according to claim 1,
The high-speed uniformity is an estimated or measured primary component (RH1) of a high-speed RFV and an estimated or measured primary component (TH1) of a high-speed TFV.
In the step of calculating the value of the variable θ, the high-speed uniformity adjustment system is characterized in that the value of θ of the evaluation function J represented by the following formula (1) is obtained.

Measuring the weight mass and weight phase of the weight unbalance of the hub disk assembly comprising the wheel hub and the brake disk;
Estimating or measuring a high speed uniformity of a tire wheel assembly attached to the hub disk assembly; and
The tire in which the size of the vector indicated by the sum of the estimated or measured high-speed uniformity vector of the tire wheel assembly and the vector of the centrifugal force generated in the weight phase of the weight unbalance of the hub disk assembly is estimated or measured Attaching the tire wheel assembly to the hub disk assembly in a state in which the hub disk assembly and the tire wheel assembly are phase-aligned so as to reduce the size of the high-speed uniformity vector of the wheel assembly;
A high-speed uniformity adjustment method for a tire wheel assembly, comprising: Measuring the weight mass and weight phase of the weight unbalance of the hub disk assembly comprising the wheel hub and the brake disk;
Estimating or measuring a high speed uniformity of a tire wheel assembly attached to the hub disk assembly; and
Setting the phase of the tire wheel assembly that matches the priority phase to a variable θ when the tire wheel assembly is attached to the hub disk assembly;
When the tire wheel assembly is attached to the hub disk assembly, it is indicated by the sum of the vector of the high speed uniformity estimated or measured and the vector of the centrifugal force generated in the priority phase of the weight unbalance of the hub disk assembly. Calculating the value of the variable θ such that the magnitude of the vector is smaller than the magnitude of the estimated or measured high-speed uniformity vector;
Attaching the tire wheel assembly to the hub disk assembly so that the phase indicated by the calculated value of the variable θ of the tire wheel assembly matches the priority phase;
A high-speed uniformity adjustment method for a tire wheel assembly, comprising: Measuring the weight mass and weight phase of the weight unbalance of the hub disk assembly comprising the wheel hub and the brake disk;
Estimating or measuring a high speed uniformity of a tire wheel assembly attached to the hub disk assembly; and
Setting the phase of the tire wheel assembly that matches the priority phase to a variable θ when the tire wheel assembly is attached to the hub disk assembly;
When the tire wheel assembly is attached to the hub disk assembly, it is indicated by the sum of the vector of the high speed uniformity estimated or measured and the vector of the centrifugal force generated in the priority phase of the weight unbalance of the hub disk assembly. Calculating the value of the variable θ such that the magnitude of the vector is smaller than the magnitude of the estimated or measured high-speed uniformity vector;
The tire wheel assembly is connected to the hub disk assembly through n stud bolts (where n is an integer of 2 or more) arranged at equal intervals on a circle centered on the rotation axis of the hub disk assembly. Attaching to the
Have
The tire wheel assembly is shifted from the hub disk assembly within a range of the calculated variable θ value ± [360 deg / (2 · n)], and the tire wheel assembly is connected to the tire via n stud bolts. A method for adjusting a high speed uniformity of a tire wheel assembly, wherein a wheel assembly is attached to the hub disk assembly. An assembly comprising a hub disc assembly comprising a wheel hub and a brake disc, and a tire wheel assembly attached to the hub disc assembly,
The tire in which the size of the vector indicated by the sum of the estimated or measured high-speed uniformity vector of the tire wheel assembly and the vector of the centrifugal force generated in the weight phase of the weight unbalance of the hub disk assembly is estimated or measured A hub disk assembly and a tire wheel assembly, wherein the hub disk assembly and the tire wheel assembly are mounted in phase with each other so as to reduce a size of a high-speed uniformity vector of the wheel assembly; Assembly.

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