Patent Grant
8919413
The disclosure relates to tire-wheel assemblies and to a system and method for assembling a tire-wheel assembly.
It is known in the art to assemble a tire-wheel assembly in several steps. Usually, conventional methodologies that conduct such steps require a significant capital investment and human oversight. The present invention overcomes drawbacks associated with the prior art by setting forth a simple system and method for assembling a tire-wheel assembly.
The disclosure will now be described, by way of example, with reference to the accompanying drawings, in which:
FIGS. 2B′-2B′″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 2B′-2B′ of
FIGS. 2C′-2C′″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 2C′-2C′ of
FIGS. 2D′-2D″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 2D′-2D′ of
FIGS. 4B′-4B′″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 4B′-4B′ of
FIGS. 4C′-4C′″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 4C′-4C′ of
FIGS. 4D′-4D″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 4D′-4D′ of
FIGS. 6B′-6B′ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 6B′-6B′ of
FIGS. 6C′-6C′ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 6C′-6C′ of
FIGS. 6D′-6D′″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 6D′-6D′ of
FIGS. 6E′-6E″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 6E′-6E′ of
FIGS. 8B′-8B′″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 8B′-8B′ of
FIGS. 8C′-8C′ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 8C′-8C′ of
FIGS. 8E′-8E″ are cross-sectional views of the tire and the wheel as well as a side view of a portion of the apparatus according to line 8E′-8E′ of
The Figures illustrate exemplary embodiments of apparatuses and methods for assembling a tire-wheel assembly. Based on the foregoing, it is to be generally understood that the nomenclature used herein is simply for convenience and the terms used to describe the invention should be given the broadest meaning by one of ordinary skill in the art.
Prior to describing embodiments of the invention, reference is made to
In an embodiment, the tire, T, includes an upper sidewall surface, TSU (see, e.g.,
As seen in
Referring to
Referring to
Further, when the tire, T, is arranged adjacent structure or a wheel, W (see, e.g.,
As discussed above, reference is made to several diameters, TP-D, TOU-D, TOL-D of the tire, T. According to geometric theory, a diameter passes through the center of a circle, or, in the present disclosure, the axial center of the tire, T, which may alternatively be referred to as an axis of rotation of the tire, T. Geometric theory also includes the concept of a chord, which is a line segment that whose endpoints both lie on the circumference of a circle; according to geometric theory, a diameter is the longest chord of a circle.
In the following description, the tire, T, may be moved relative to structure; accordingly, in some instances, a chord of the tire, T, may be referenced in order to describe an embodiment of the invention. Referring to
The chord, TC1, may be referred to as a “left” tire chord. The chord, TC3, may be referred to as a “right” tire chord. The chord, TC2, may be equivalent to the tire diameter, TD, and be referred to as a “central” chord. Both of the left and right tire chords, TC1, TC3, include a geometry that is less than central chord, TC3,/tire diameter, TD.
In order to reference the location of the left chord, TC1, and the right chord, TC3, reference is made to a left tire tangent line, TTAN-L, and a right tire tangent line, TTAN-R. The left chord, TC1, is spaced apart approximately one-fourth (¼) of the tire diameter, TD, from the left tire tangent line, TTAN-L. The right chord, To, is spaced apart approximately one-fourth (¼) of the tire diameter, TD, from the right tire tangent line, TTAN-R. Each of the left and right tire chords, TC1, TC3, may be spaced apart about one-fourth (¼) of the tire diameter, TD, from the central chord, TC2. The above spacings referenced from the tire diameter, TD, are exemplary and should not be meant to limit the scope of the invention to approximately a one-fourth (¼) ratio; accordingly, other ratios may be defined, as desired.
Further, as will be described in the following disclosure, the tire, T, may be moved relative to structure. Referring to
Prior to describing embodiments of the invention, reference is made to
In an embodiment, the wheel, W, includes an upper rim surface, WRU, a lower rim surface, WRL, and an outer circumferential surface, WC, that joins the upper rim surface, WRU, to the lower rim surface, WRL. Referring to
The outer circumferential surface, WC, of the wheel, W, further includes an upper bead seat, WSU, and a lower bead seat, WSL. The upper bead seat, WSU, forms a circumferential cusp, corner or recess that is located proximate the upper rim surface, WRU. The lower bead seat, WSL, forms a circumferential cusp, corner or recess that is located proximate the lower rim surface, WRL. Upon inflating the tire, T, the pressurized air causes the upper bead, TBU, to be disposed adjacent and “seat” in the upper bead seat, WSU; similarly, upon inflating the tire, T, the pressurized air causes the lower bead, TBL, to be disposed adjacent and “seat” in the lower bead seat, WSL. In some circumstances, after inflation of the tire, T, entrapments, E (see, e.g.,
The non-constant diameter of the outer circumference, WC, of the wheel, W, further forms a wheel “drop center,” WDC. A wheel drop center, WDC, may include the smallest diameter of the non-constant diameter of the outer circumference, WC, of the wheel, W. Functionally, the wheel drop center, WDC, may assist in the mounting of the tire, T, to the wheel, W.
The non-constant diameter of the outer circumference, WC, of the wheel, W, further forms an upper “safety bead,” WSB. In an embodiment, the upper safety bead may be located proximate the upper bead seat, WSU. In the event that pressurized air in the circumferential air cavity, TAC, of the tire, T, escapes to atmosphere, the upper bead, TBU, may “unseat” from the upper bead seat, WSU; because of the proximity of the safety bead, WSB, the safety bead, WSB, may assist in the mitigation of the “unseating” of the upper bead, TBU, from the upper bead seat, WSU, by assisting in the retaining of the upper bead, TBU, in a substantially seated orientation relative to the upper bead seat, WSU. In some embodiments, the wheel, W, may include a lower safety bead (not shown); however, upper and/or lower safety beads may be included with the wheel, W, as desired, and are not required in order to practice the invention described in the following disclosure.
With reference now to
As seen in
Referring to
When the tire, T, and the wheel, W, are joined (i.e., mounted) together as seen in
If, however, one or more of the high point of radial force variation, TMM, of the tire, T, and the point of minimum radial run out, WMM, of the wheel, W, are not determined or identified by, for example, an original equipment supplier, at the time the tire, T, and the wheel, W, are to be joined (i.e., mounted) together, one (e.g., a person or business entity) may have to determine or locate a point of lightest weight (see TMM) of the tire, T, and/or a point of heaviest weight (see WMM) of the wheel, W; upon determining/locating the above-described lightest/heaviest points, a substantially similar alignment/“matching” is conducted as described above prior to joining (i.e., mounting) the tire, T, and the wheel, W. In some circumstances, if a valve-stem hole (see WMM) is provided on the wheel, W, the point of lightest weight of the tire, T, may be aligned with the valve stem hole on the wheel, W (rather than aligning the point of lightest weight of the tire, T, with the point of heaviest weight of the wheel, W). The alignment of the point of lightest weight of the tire, T, with the valve stem hole/point of heaviest weight of the wheel, W, may be referred to as a “weight method” of “match mounting.”
For purposes of describing an embodiment of either of the “uniformity method” or the “weight method” of “match mounting,” reference is made to
In describing one or more of the match mounting embodiments of the invention, the illustrated “dot” or “spot” seen in the Figures that the reference signs, TMM, and, WMM, point to should not be construed to be limited to a physical/visible/tactile markings on one or more of the tire, T, and the wheel, W. In some conventional match-marking/match-mounting systems/methodologies, the tire, T, and the wheel, W, may include, for example, a physical marking, object or the like, such as, for example, a paint dot, a tag, a sticker, an engraving, an embossment or the like that is applied to or formed in, upon or within a surface or body portion of one or more of a tire, T, and a wheel, W. However, in one or more alternative embodiments of the present invention, match-mounting techniques may not include any kind of or type of a physical/visible/tactile marking applied to either of the tire, T, and the wheel, W; accordingly, one of, or, many benefits realized by the present invention may be that additional material, time or steps associated with the application and/or formation of the physical marking, object or the like upon one or more of the tire, T, and the wheel, W, is obviated, thereby realizing a cost and/or time savings benefit in the assembling of a tire-wheel assembly, TW.
If a physical marking, object or the like is not included on either of the tire, T, and the wheel, W, the spatial region of where the physical marking, object or the like may otherwise be located may be initially unknown to a processing apparatus (e.g., the apparatus 10, 100, 200, 300), but, after one or more processing steps, the spatial region of where the physical marking, object or the like would otherwise by located may become known to/detected/learned by, for example, a computer or microprocessor (see, e.g., 36, 136, 236, 336) associated with, for example, the apparatus (e.g., the apparatus 10, 100, 200, 300). Accordingly, although the Figures include an illustrated “dot” or “spot” that is identified by the reference signs, TMM, and, WMM, the illustration of the “dot” or “spot” is provided in the Figures for convenience for the purpose of the reader's edification and not to otherwise suggest that one or more of the tire, T, and the wheel, W, includes a physical/visible/tactile marking or object. Thus, in some embodiments, each of the reference signs, TMM, and, WMM, may be referred to as a “virtual match mark region” in the following disclosure due to the fact that the spatial regions of the tire, T, and the wheel, W, may not physically marked or include an object, but, rather, are detected/determined/learned by one or more components of the apparatus.
Referring to
The sub-station 10a may be utilized for preparing a tire, T, prior to a subsequent processing act conducted by one or more of the sub-stations 10c-10h for forming an tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 10a may include lubricating the tire, T, with a lubricant (e.g., a soap) in order to reduce friction between the tire, T, and a wheel, W, during subsequent mounting steps at sub-stations 10c, 10d.
The sub-station 10b may be utilized for “preparing” a wheel, W, prior to a subsequent processing act conducted by one or more of the sub-stations 10c-10h for forming a tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 10b may include lubricating the wheel, W, with a lubricant (e.g., a soap) in order to reduce friction between the wheel, W, and the tire, T, during subsequent mounting steps at sub-stations 10c, 10d.
The sub-stations 10c-10d may be utilized for processing a tire-wheel assembly, TW. The “processing” act conducted by the sub-stations 10c and 10d may include the act of “joining” or “mounting” a tire, T, to a wheel, W, for forming an un-inflated tire-wheel assembly, TW; the act of “joining” or “mounting” may mean to physically couple, connect or marry the tire, T, and wheel, W, such that the wheel, W, may be referred to as a male portion that is inserted into a passage, TP, of the tire, T, being a female portion.
The “processing” act conducted by the sub-station 10e may include the act of “inflating” the tire-wheel assembly, TW; the act of “inflating” may include directing air into the circumferential air cavity, TAC, of the tire, T, of the tire-wheel assembly, TW. As a result of the act of “inflating,” the upper bead, TBU, and the lower bead, TBL, of the tire, T, may be disposed (or “seated”) adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W.
The “processing” act conducted by the sub-station 10f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. In some circumstances, entrapments, E (see, e.g.,
The “processing” act conducted by the sub-station 10g may include balancing the inflated tire-wheel assembly, TW. The “processing” act conducted by the substation 10h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 10g, 10h.
Referring now to
The apparatus 10 may be operated automatically or manually according to the following implementations. In some embodiments, the apparatus 10 may include a controller 12 (e.g., a computer including one or more of a processor, memory or the like to permit automatic/automated control over the apparatus 10) and one or more motors 14 for actuating and/or causing movement of one or more components of the sub-stations 10a-10h. The controller 12 may be connected to the one or motors 14 by one or more cable or leads 16. The one or more motors 14 may be connected to the one or more sub-stations 10a-10h by one or more cables or leads 18. Alternatively or in addition to automatic/automated operation by the controller, 12, operation of the apparatus 10 may result from one or more of a manual, operator input (e.g., by way of a joystick, depression of a button or the like).
As seen in
The tire lubricating sub-station 10a may also include a tire transporting device 24 for moving the tire, T, along the linear path, LPT, from the tire lubricating sub-station 10a to the substation 10c. The dispenser 20 and the one or more tire rotating devices 22 may be attached to and extend away from the tire transporting device 24.
Referring to
As seen in
The wheel lubricating sub-station 10b may also include a wheel transporting device 30 such as, for example, a transporting platen or cart for moving the wheel, W, along the linear path, LPW, from the wheel lubricating sub-station 10b to the sub-station 10c. The one or more tire rotating devices 28 may be attached to the wheel transporting device 30; in an embodiment, a motor 14 may be arranged underneath the wheel transporting device 30, and, the rotating device 28 may extend away from the motor 14 and through the wheel transporting device 30 such that a distal end (not shown) of the rotating device 28 may be attached to an inner periphery/inner circumference of the wheel, W. The dispenser 26 may be attached to and be suspended over the wheel, W, by a lower surface of the tire transporting device 24.
As seen in
As described above in
However, as seen in
Referring to
The tire rotating device 38 may include a plurality of roller members that extend away from approximately about a central portion of the upper surface of the tire lower sidewall surface support members 42. The tire-linear-movement interference member 40 may be located at and extend away from approximately about a distal end of the upper surface of the of the tire lower sidewall surface support members 42. The match-mark imaging camera 34 may be arranged above and over the tire lower sidewall surface support members 42. The microprocessor 36 is connected to the match-mark imaging camera 34. The microprocessor 36 is communicatively-coupled to the motor 14, and, the motor 14 is connected to the tire rotating device 38 (i.e., the microprocessor 36 is connected to the tire rotating device 38 by way of the motor 14).
Functionally, both of the tire, T, and the wheel, W, are advanced forwardly/rightwardly, R, at about the same speed such that the tire, T, and the wheel, W, arrive in a substantially axially-aligned orientation at the first mounting sub-station 10c prior to actuation of the pivot joint 32 by the controller 12 and the motor 14. The tire, T, may be advanced to and deposited upon the first mounting sub-station 10c as a result of the driving movement of the conveyor 24a, and, about concurrently, the wheel, W, may be advanced underneath the first mounting substation 10c by the wheel transporting device 30 in order to maintain substantially axial alignment of the wheel, W, with the tire, T.
When substantially all of the lower sidewall surface, TSL, of the tire, T, is arranged upon the tire sidewall support members 42, the wheel, W, may be substantially axially-aligned with the tire, T, such that the wheel, W, is aligned with the gap 44 and is viewable through both of the gap 44 and the passage, TP, of the tire, T, by the match-mark imaging camera 34.
Then, the match-mark imaging camera 34 obtains/images match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. The imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, are then sent to and subsequently interpreted by the microprocessor 36. After interpreting the imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, the microprocessor 36 determines if and how much the tire, T, should be rotated by the tire rotating devices 38 in order to align the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. If the microprocessor 36 determines that the tire, T, should be rotated, the microprocessor 36 sends a signal to the motor 14, which, in turn causes/drives rotation of the tire rotating devices 38 in order to rotate the tire, T, for aligning the match-mark, TMM, of the tire, T, with the match-mark, WMM, of the wheel, W.
After the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, have been aligned, the controller 12 causes the motor 14 to actuate the pivot joint 32, which causes the tire sidewall support members 42 to pivot relative to and no longer be linearly-aligned with the support members 24b, thereby disrupting the linear path, LPT, of the tire, T, thereby causing the linear path, LPT, of the tire, T, to intersect with the linear path, LPW, of the wheel, W.
Once the pivot joint 32 has been actuated, the lower sidewall surface, TLS, of the tire, T, should no longer be arranged upon the conveyor 24a, and, with the assistance of gravity, one or more of the tread surface, TT, and a portion of the upper sidewall surface, TSU, of the tire, T, may be disposed adjacent the tire-linear-movement interference member 40 in order to, in part, prevent the tire, T, from sliding off of the tire sidewall support members 42. Further, once the pivot joint 32 has been actuated, and, because the wheel, W, is substantially axially-aligned with the tire, T (and, due to the diameter, WD, of the wheel, W, being approximately equal to but slightly less than the width 42w that forms the gap 44 between the tire sidewall support members 42), a portion of the wheel, W, may be arranged within the passage, TP, of the tire, T; referring to FIG. 2B′, the portion of the wheel, W, arranged within the passage, TP, of the tire, T, may also result in a portion of the outer circumferential surface, WC, of the wheel, W, proximate the upper bead seat, WSU, being arranged adjacent the lower bead, TBL, of the tire, T.
Referring to FIGS. 2B′ and 2B″, as the wheel, W, is advanced forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, by the wheel transporting device 30, the contact of the wheel, W, with the tire, T, results in the wheel, W, imparting movement to the tire, T, forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W. Although the wheel, W, imparts the movement to the tire, T, in the forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, the tire-linear-movement interference member 40 resists, but does not prevent, movement of the tire, T, in the forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W; accordingly, as seen in FIG. 2B″, 2B′″, the tire-linear-movement interference member 40 temporarily deforms the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the lower bead, TBL, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to partially join/mount the tire, T, to the wheel, W, as seen in FIG. 2B′″. The wheel transporting device 30 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the tire-linear-movement interference member 40, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued forwardly/rightwardly, R, movement along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the tire-linear-movement interference member 40 as seen in FIG. 2B′″, the tire, T, deforms back into its at-rest/unbiased orientation prior to contacting the tire-linear-movement interference member 40 and is partially joined/mounted to the wheel, W; further, as seen in FIG. 2B′″, the upper bead, TBU, may be disposed over/adjacent the upper rim surface, WRU, of the wheel, W.
Referring to
As seen in
Referring to FIGS. 2C′ and 2C″, as the tire, T, and the wheel, W, are advanced forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, by the wheel transporting device 30, the two pairs of tire-linear-movement interference members 50 of the second mounting sub-station 10d may come into contact with and resists, but does not prevent, movement of the tire, T, as the tire, T, is carried upon the wheel, W, in the forwardly/rightwardly, R, direction along the linear path, LPW, of the wheel, W.
As the tire, T, is moved past the two pairs of tire-linear-movement interference members 50, the two pairs of tire-linear-movement interference members 50 are brought into contact with the upper sidewall surface, TSU, of the tire, T; when the two pairs of tire-linear-movement interference members 50 come into contact with the upper sidewall surface, TSU, of the tire, T, the two pairs of tire-linear-movement interference members 50 exerts a downwardly force upon the tire, T, thereby temporarily deforming the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the upper bead, TBU, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to complete the joining/mounting of the tire, T, to the wheel, W, as seen in FIG. 2C′″ (due to both of the upper bead, TBU, and the lower bead, TBL, of the tire, T, being wrapped about the entire outer circumferential surface, WC, of the wheel, W). During the temporary deforming process of the tire, T, as described above, the one or more tire-tread-surface-contacting guide members 52 may engage the tread surface, TT, of the tire, T, in order to assist in maintaining a substantially equal distribution of forces applied to the tire, T, as the tire, T, is advanced by the wheel, W, along the linear path, LPW, of the wheel, W.
As explained above, the wheel transporting device 30 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the two pairs of tire-linear-movement interference members 50, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the two pairs of tire-linear-movement interference members 50 as seen in FIG. 2C′″, the tire, T, deforms back into its substantially at-rest/substantially unbiased orientation prior to contacting the two pairs of tire-linear-movement interference members 50 such that the tire, T, may be said to be mounted to the wheel, W, thereby forming a non-inflated tire-wheel assembly, TW.
Referring to
Once the tire-wheel assembly, TW, is inflated at the inflating sub-station 10e, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 30 to the sub-station 10f. The processing act conducted by the sub-station 10f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. Accordingly, the inflating sub-station 10e may be referred to as an exercising sub-station. As explained above, in some circumstances, entrapments, E (see, e.g.,
Once the tire-wheel assembly, TW, is exercised at the exercising sub-station 10f, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 30 to the sub-stations 10g and 10h. The processing act conducted by the sub-station 10g may include balancing the inflated tire-wheel assembly, TW. The processing act conducted by the substation 10h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 10g, 10h.
Referring to
The sub-station 110a may be utilized for preparing a tire, T, prior to a subsequent processing act conducted by one or more of the sub-stations 110c-110h for forming an tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 110a may include lubricating the tire, T, with a lubricant (e.g., a soap) in order to reduce friction between the tire, T, and a wheel, W, during subsequent mounting steps at sub-stations 110c, 110d.
The sub-station 110b may be utilized for “preparing” a wheel, W, prior to a subsequent processing act conducted by one or more of the sub-stations 110c-110h for forming a tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 110b may include lubricating the wheel, W, with a lubricant (e.g., a soap) in order to reduce friction between the wheel, W, and the tire, T, during subsequent mounting steps at sub-stations 110c, 110d.
The sub-stations 110c-110d may be utilized for processing a tire-wheel assembly, TW. The “processing” act conducted by the sub-stations 110c and 110d may include the act of “joining” or “mounting” a tire, T, to a wheel, W, for forming an un-inflated tire-wheel assembly, TW; the act of “joining” or “mounting” may mean to physically couple, connect or marry the tire, T, and wheel, W, such that the wheel, W, may be referred to as a male portion that is inserted into a passage, TP, of the tire, T, being a female portion.
The “processing” act conducted by the sub-station 110e may include the act of “inflating” the tire-wheel assembly, TW; the act of “inflating” may include directing air into the circumferential air cavity, TAC, of the tire, T, of the tire-wheel assembly, TW. As a result of the act of “inflating,” the upper bead, TBU, and the lower bead, TBL, of the tire, T, may be disposed (or “seated”) adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W.
The “processing” act conducted by the sub-station 110f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. In some circumstances, entrapments, E (see, e.g.,
The “processing” act conducted by the sub-station 110g may include balancing the inflated tire-wheel assembly, TW. The “processing” act conducted by the substation 110h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 110g, 110h.
Referring now to
The apparatus 100 may be operated automatically or manually according to the following implementations. In some embodiments, the apparatus 100 may include a controller 112 (e.g., a computer including one or more of a processor, memory or the like to permit automatic/automated control over the apparatus 100) and one or more motors 114 for actuating and/or causing movement of one or more components of the sub-stations 110a-110h. The controller 112 may be connected to the one or motors 114 by one or more cable or leads 116. The one or more motors 114 may be connected to the one or more sub-stations 110a-110h by one or more cables or leads 118. Alternatively or in addition to automatic/automated operation by the controller 112, operation of the apparatus 100 may result from one or more of a manual, operator input (e.g., by way of a joystick, depression of a button or the like).
As seen in
The tire lubricating sub-station 110a may also include a tire transporting device 124 for moving the tire, T, along the linear path, LPT, from the tire lubricating sub-station 110a to the substation 110c. The dispenser 120 and the one or more tire rotating devices 122 may be attached to and extend away from the tire transporting device 124.
Referring to
As seen in
The wheel lubricating sub-station 110b may also include a wheel transporting device 130 such as, for example, a transporting platen or cart for moving the wheel, W, along the linear path, LPW, from the wheel lubricating sub-station 110b to the sub-station 110c. The one or more tire rotating devices 128 may be attached to the wheel transporting device 130; in an embodiment, a motor 114 may be arranged underneath the wheel transporting device 130, and, the rotating device 128 may extend away from the motor 114 and through the wheel transporting device 130 such that a distal end (not shown) of the rotating device 128 may be attached to an inner periphery/inner circumference of the wheel, W. The dispenser 126 may be attached to and be suspended over the wheel, W, by a lower surface of the tire transporting device 124.
As seen in
As described above in
However, as seen in
Referring to
The tire rotating device 138 may include a plurality of roller members that extend away from approximately about a central portion of the upper surface of the tire lower sidewall surface support members 142. The tire-linear-movement interference member 140 may be located at and extend away from approximately about a distal end of the upper surface of the of the tire lower sidewall surface support members 142. The match-mark imaging camera 134 may be arranged above and over the tire lower sidewall surface support members 142. The microprocessor 136 is connected to the match-mark imaging camera 134. The microprocessor 136 is communicatively-coupled to the motor 114, and, the motor 114 is connected to the tire rotating device 138 (i.e., the microprocessor 136 is connected to the tire rotating device 138 by way of the motor 114).
Functionally, both of the tire, T, and the wheel, W, are advanced forwardly/rightwardly, R, at about the same speed such that the tire, T, and the wheel, W, arrive in a substantially axially-aligned orientation at the first mounting sub-station 110c prior to actuation of the joint 132 (for disconnecting the tire sidewall support members 124b of the lubricating sub-station 110a from the support members 142 of the first mounting sub-station 110c) by the controller 112 and the motor 114. The tire, T, may be advanced to and deposited upon the first mounting sub-station 110c as a result of the driving movement of the conveyor 124a, and, about concurrently, the wheel, W, may be advanced underneath the first mounting substation 110c by the wheel transporting device 130 in order to maintain substantially axial alignment of the wheel, W, with the tire, T.
When substantially all of the lower sidewall surface, TSL, of the tire, T, is arranged upon the tire sidewall support members 142, the wheel, W, may be substantially axially-aligned with the tire, T, such that the wheel, W, is aligned with the gap 144 and is viewable through both of the gap 144 and the passage, TP, of the tire, T, by the match-mark imaging camera 134.
Then, the match-mark imaging camera 134 obtains/images match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. The imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, are then sent to and subsequently interpreted by the microprocessor 136. After interpreting the imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, the microprocessor 136 determines if and how much the tire, T, should be rotated by the tire rotating devices 138 in order to align the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. If the microprocessor 136 determines that the tire, T, should be rotated, the microprocessor 136 sends a signal to the motor 114, which, in turn causes/drives rotation of the tire rotating devices 138 in order to rotate the tire, T, for aligning the match-mark, TMM, of the tire, T, with the match-mark, WMM, of the wheel, W.
After the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, have been aligned, the controller 112 causes the motor 114 to actuate the joint 132, which causes the tire sidewall support members 124b of the lubricating sub-station 110a to disconnect from the support members 142 of the first mounting sub-station 110c, thereby disrupting the linear path, LPT, of the tire, T, thereby causing the linear path, LPT, of the tire, T, to intersect with the linear path, LPW, of the wheel, W.
By utilizing the term “disconnecting” with respect to the tire sidewall support members 124b of the lubricating sub-station 110a and the support members 142 of the first mounting sub-station 110c, it should be understood that “disconnected” should mean “dis-linearly-connected” in that the tire sidewall support members 124b of the lubricating sub-station 110a and the support members 142 of the first mounting sub-station 110c are still connected. For example, the support members 124b of the first mounting sub-station 110c may function as an elevator for lowering the tire, T, toward the substantially axially-aligned wheel, W; therefore, although the illustrated embodiment of the invention shown at
Once the joint 132 has been actuated, the lower sidewall surface, TLS, of the tire, T, should no longer be arranged upon the conveyor 124a, and, the conveyor 124a should impart sufficient forwardly/rightwardly movement, R, to the tire, T, such that one or more of the tread surface, TT, and a portion of the upper sidewall surface, TSU, of the tire, T, may be disposed adjacent the tire-linear-movement interference member 140. Further, once the joint 132 has been actuated, and, because the wheel, W, is substantially axially-aligned with the tire, T (and, due to the diameter, WD, of the wheel, W, being approximately equal to but slightly less than the width 142W that forms the gap 144 between the tire sidewall support members 142), a portion of the wheel, W, may be arranged within the passage, TP, of the tire, T; referring to FIG. 4B′, the portion of the wheel, W, arranged within the passage, TP, of the tire, T, may also result in a portion of the outer circumferential surface, WC, of the wheel, W, proximate the upper bead seat, WSU, being arranged adjacent the lower bead, TBL, of the tire, T.
Referring to FIGS. 4B′ and 4B″, as the wheel, W, is advanced forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, by the wheel transporting device 130, the contact of the wheel, W, with the tire, T, results in the wheel, W, imparting movement to the tire, T, forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W. Although the wheel, W, imparts the movement to the tire, T, in the forwardly/rightwardly, R, direction along the linear path, LPW, of the wheel, W, the tire-linear-movement interference member 140 resists, but does not prevent, movement of the tire, T, in the forwardly/rightwardly, R, direction along the linear path, LPW, of the wheel, W; accordingly, as seen in FIG. 4B″, 4B′″, the tire-linear-movement interference member 140 temporarily deforms the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the lower bead, TBL, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to partially join/mount the tire, T, to the wheel, W, as seen in FIG. 41B′″. The wheel transporting device 130 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the tire-linear-movement interference member 140, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued forwardly/rightwardly, R, movement along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the tire-linear-movement interference member 140 as seen in FIG. 4B′″, the tire, T, deforms back into its at-rest/unbiased orientation prior to contacting the tire-linear-movement interference member 140 and is partially joined/mounted to the wheel, W; further, as seen in FIG. 4B′″, the upper bead, TBU, may be disposed over/adjacent the upper rim surface, WRU, of the wheel, W.
Referring to
As seen in
Referring to FIGS. 4C′ and 4C″, as the tire, T, and the wheel, W, are advanced forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, by the wheel transporting device 130, the two pairs of tire-linear-movement interference members 150 of the second mounting sub-station 110d may come into contact with and resists, but does not prevent, movement of the tire, T, as the tire, T, is carried upon the wheel, W, in the forwardly/rightwardly, R, direction along the linear path, LPW, of the wheel, W.
As the tire, T, is moved past the two pairs of tire-linear-movement interference members 150, the two pairs of tire-linear-movement interference members 150 are brought into contact with the upper sidewall surface, TSU, of the tire, T; when the two pairs of tire-linear-movement interference members 150 come into contact with the upper sidewall surface, TSU, of the tire, T, the two pairs of tire-linear-movement interference members 150 exerts a downwardly force upon the tire, T, thereby temporarily deforming the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the upper bead, TBU, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to complete the joining/mounting of the tire, T, to the wheel, W, as seen in FIG. 4C′″ (due to both of the upper bead, TBU, and the lower bead, TBL, of the tire, T, being wrapped about the entire outer circumferential surface, WC, of the wheel, W). During the temporary deforming process of the tire, T, as described above, the one or more tire-tread-surface-contacting guide members 152 may engage the tread surface, TT, of the tire, T, in order to assist in maintaining a substantially equal distribution of forces applied to the tire, T, as the tire, T, is advanced by the wheel, W, along the linear path, LPW, of the wheel, W.
As explained above, the wheel transporting device 130 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the two pairs of tire-linear-movement interference members 150, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the two pairs of tire-linear-movement interference members 150 as seen in FIG. 4C′″, the tire, T, deforms back into its substantially at-rest/substantially unbiased orientation prior to contacting the two pairs of tire-linear-movement interference members 150 such that the tire, T, may be said to be mounted to the wheel, W, thereby forming a non-inflated tire-wheel assembly, TW.
Referring to
Once the tire-wheel assembly, TW, is inflated at the inflating sub-station 110e, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 130 to the sub-station 110f. The processing act conducted by the sub-station 110f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. Accordingly, the inflating sub-station 110e may be referred to as an exercising sub-station. As explained above, in some circumstances, entrapments, E (see, e.g.,
Once the tire-wheel assembly, TW, is exercised at the exercising sub-station 110f, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 130 to the sub-stations 110g and 110h. The processing act conducted by the sub-station 110g may include balancing the inflated tire-wheel assembly, TW. The processing act conducted by the substation 110h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 110g, 110h.
Referring to
The sub-station 210a may be utilized for preparing a tire, T, prior to a subsequent processing act conducted by one or more of the sub-stations 210c-210h for forming an tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 210a may include lubricating the tire, T, with a lubricant (e.g., a soap) in order to reduce friction between the tire, T, and a wheel, W, during subsequent mounting steps at sub-stations 210c, 210d.
The sub-station 210b may be utilized for “preparing” a wheel, W, prior to a subsequent processing act conducted by one or more of the sub-stations 210c-210h for forming a tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 210b may include lubricating the wheel, W, with a lubricant (e.g., a soap) in order to reduce friction between the wheel, W, and the tire, T, during subsequent mounting steps at sub-stations 210c, 210d.
The sub-stations 210c-210d may be utilized for processing a tire-wheel assembly, TW. The “processing” act conducted by the sub-stations 210c and 210d may include the act of “joining” or “mounting” a tire, T, to a wheel, W, for forming an un-inflated tire-wheel assembly, TW; the act of “joining” or “mounting” may mean to physically couple, connect or marry the tire, T, and wheel, W, such that the wheel, W, may be referred to as a male portion that is inserted into a passage, TP, of the tire, T, being a female portion.
The “processing” act conducted by the sub-station 210e may include the act of “inflating” the tire-wheel assembly, TW; the act of “inflating” may include directing air into the circumferential air cavity, TAC, of the tire, T, of the tire-wheel assembly, TW. As a result of the act of “inflating,” the upper bead, TBU, and the lower bead, TBL, of the tire, T, may be disposed (or “seated”) adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W.
The “processing” act conducted by the sub-station 210f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. In some circumstances, entrapments, E (see, e.g.,
The “processing” act conducted by the sub-station 210g may include balancing the inflated tire-wheel assembly, TW. The “processing” act conducted by the substation 210h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 210g, 210h.
Referring now to
The apparatus 200 may be operated automatically or manually according to the following implementations. In some embodiments, the apparatus 200 may include a controller 212 (e.g., a computer including one or more of a processor, memory or the like to permit automatic/automated control over the apparatus 200) and one or more motors 214 for actuating and/or causing movement of one or more components of the sub-stations 210a-210h. The controller 212 may be connected to the one or motors 214 by one or more cable or leads 216. The one or more motors 214 may be connected to the one or more sub-stations 210a-210h by one or more cables or leads 218. Alternatively or in addition to automatic/automated operation by the controller 212, operation of the apparatus 200 may result from one or more of a manual, operator input (e.g., by way of a joystick, depression of a button or the like).
As seen in
The tire lubricating sub-station 210a may also include a tire transporting device 224 for moving the tire, T, along the linear path, LPT, from the tire lubricating sub-station 210a to the substation 210c. The dispenser 220 and the one or more tire rotating devices 222 may be attached to and extend away from the tire transporting device 224.
Referring to
As seen in
The wheel lubricating sub-station 210b may also include a wheel transporting device 230 such as, for example, a transporting platen or cart for moving the wheel, W, along the linear path, LPW, from the wheel lubricating sub-station 210b to the sub-station 210c. The one or more tire rotating devices 228 may be attached to the wheel transporting device 230; in an embodiment, a motor 214 may be arranged underneath the wheel transporting device 230, and, the rotating device 228 may extend away from the motor 214 and through the wheel transporting device 230 such that a distal end (not shown) of the rotating device 228 may be attached to an inner periphery/inner circumference of the wheel, W. The dispenser 226 may be attached to and be suspended over the wheel, W, by a lower surface of the tire transporting device 224.
As seen in
As described above in
However, as seen in
Referring to
The tire rotating device 238 may include a plurality of roller members that extend away from approximately about a central portion of the upper surface of the tire lower sidewall surface support members 242. The tire-linear-movement interference member 240 may be located at and extend away from approximately about a distal end of the upper surface of the of the tire lower sidewall surface support members 242. The match-mark imaging camera 234 may be arranged above and over the tire lower sidewall surface support members 242. The microprocessor 236 is connected to the match-mark imaging camera 234. The microprocessor 236 is communicatively-coupled to the motor 214, and, the motor 214 is connected to the tire rotating device 238 (i.e., the microprocessor 236 is connected to the tire rotating device 238 by way of the motor 214).
Functionally, both of the tire, T, and the wheel, W, are advanced forwardly/rightwardly, R, at about the same speed such that the tire, T, and the wheel, W, arrive in a substantially axially-aligned orientation at the first mounting sub-station 210c prior to actuation of the pivot joint 232 by the controller 212 and the motor 214. The tire, T, may be advanced to and deposited upon the first mounting sub-station 210c as a result of the driving movement of the conveyor 224a, and, about concurrently, the wheel, W, may be advanced underneath the first mounting substation 210c by the wheel transporting device 230 in order to maintain substantially axial alignment of the wheel, W, with the tire, T.
When substantially all of the lower sidewall surface, TSL, of the tire, T, is arranged upon the tire sidewall support members 242, the wheel, W, may be substantially axially-aligned with the tire, T, such that the wheel, W, is aligned with the gap 244 and is viewable through both of the gap 244 and the passage, TP, of the tire, T, by the match-mark imaging camera 234.
Then, the match-mark imaging camera 234 obtains/images match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. The imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, are then sent to and subsequently interpreted by the microprocessor 236. After interpreting the imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, the microprocessor 236 determines if and how much the tire, T, should be rotated by the tire rotating devices 238 in order to align the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. If the microprocessor 236 determines that the tire, T, should be rotated, the microprocessor 236 sends a signal to the motor 214, which, in turn causes/drives rotation of the tire rotating devices 238 in order to rotate the tire, T, for aligning the match-mark, TMM, of the tire, T, with the match-mark, WMM, of the wheel, W.
After the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, have been aligned, the controller 212 causes the motor 214 to actuate the pivot joint 232, which causes the tire sidewall support members 242 to pivot relative to and no longer be linearly-aligned with the support members 224b, thereby disrupting the linear path, LPT, of the tire, T, thereby causing the linear path, LPT, of the tire, T, to intersect with the linear path, LPW, of the wheel, W.
Once the pivot joint 232 has been actuated, the lower sidewall surface, TLS, of the tire, T, should no longer be arranged upon the conveyor 224a, and, with the assistance of gravity, one or more of the tread surface, TT, and a portion of the upper sidewall surface, TSU, of the tire, T, may be disposed adjacent the tire-linear-movement interference member 240 in order to, in part, prevent the tire, T, from sliding off of the tire sidewall support members 242. Further, once the pivot joint 232 has been actuated, and, because the wheel, W, is substantially axially-aligned with the tire, T (and, due to the diameter, WD, of the wheel, W, being approximately equal to but slightly less than the width 242w that forms the gap 244 between the tire sidewall support members 242), a portion of the wheel, W, may be arranged within the passage, TP, of the tire, T; referring to FIG. 6B′, the portion of the wheel, W, arranged within the passage, TP, of the tire, T, may also result in a portion of the outer circumferential surface, WC, of the wheel, W, proximate the upper bead seat, WSU, being arranged adjacent the lower bead, TBL, of the tire, T.
Referring to FIGS. 6B′ and 6B″, as the wheel, W, is advanced forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, by the wheel transporting device 230, the contact of the wheel, W, with the tire, T, results in the wheel, W, imparting movement to the tire, T, forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W. Although the wheel, W, imparts the movement to the tire, T, in the forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, the tire-linear-movement interference member 240 resists, but does not prevent, movement of the tire, T, in the forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W; accordingly, as seen in FIG. 6B″, 6B′″, the tire-linear-movement interference member 240 temporarily deforms the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the lower bead, TBL, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to partially join/mount the tire, T, to the wheel, W, as seen in FIG. 6B′″. The wheel transporting device 230 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the tire-linear-movement interference member 240, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued forwardly/rightwardly, R, movement along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the tire-linear-movement interference member 240 as seen in FIG. 6B′″, the tire, T, deforms back into its at-rest/unbiased orientation prior to contacting the tire-linear-movement interference member 240 and is partially joined/mounted to the wheel, W; further, as seen in FIG. 6B′″, the upper bead, TBU, may be disposed over/adjacent the upper rim surface, WRU, of the wheel, W.
In some implementations, one or more tire orientation changing members 254 may be connected to parallel support members 246 (that form part of the second mounting sub-station 210d). The one or more tire orientation changing members 254 may be referred to as “kickers” due to the “kicking”/plunging motion toward the lower sidewall surface, TSL, of the tire, T. After the tire, T, is arranged as described above at
Referring to
As seen in
Referring to FIGS. 6D′ and 6D″, as the tire, T, and the wheel, W, are advanced forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, by the wheel transporting device 230, the two pairs of tire-linear-movement interference members 250 of the second mounting sub-station 210d may come into contact with and resists, but does not prevent, movement of the tire, T, as the tire, T, is carried upon the wheel, W, in the forwardly/rightwardly, R, direction along the linear path, LPW, of the wheel, W.
As the tire, T, is moved past the two pairs of tire-linear-movement interference members 250, the two pairs of tire-linear-movement interference members 250 are brought into contact with the upper sidewall surface, TSU, of the tire, T; when the two pairs of tire-linear-movement interference members 250 come into contact with the upper sidewall surface, TSU, of the tire, T, the two pairs of tire-linear-movement interference members 250 exerts a downwardly force upon the tire, T, thereby temporarily deforming the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the upper bead, TBU, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to complete the joining/mounting of the tire, T, to the wheel, W, as seen in FIG. 6D′″ (due to both of the upper bead, TBU, and the lower bead, TBL, of the tire, T, being wrapped about the entire outer circumferential surface, WC, of the wheel, W). During the temporary deforming process of the tire, T, as described above, the one or more tire-tread-surface-contacting guide members 252 may engage the tread surface, TT, of the tire, T, in order to assist in maintaining a substantially equal distribution of forces applied to the tire, T, as the tire, T, is advanced by the wheel, W, along the linear path, LPW, of the wheel, W.
As explained above, the wheel transporting device 230 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the two pairs of tire-linear-movement interference members 250, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the two pairs of tire-linear-movement interference members 250 as seen in FIG. 6D′″, the tire, T, deforms back into its substantially at-rest/substantially unbiased orientation prior to contacting the two pairs of tire-linear-movement interference members 250 such that the tire, T, may be said to be mounted to the wheel, W, thereby forming a non-inflated tire-wheel assembly, TW.
Referring to
Once the tire-wheel assembly, TW, is inflated at the inflating sub-station 210e, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 230 to the sub-station 210f. The processing act conducted by the sub-station 210f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. Accordingly, the inflating sub-station 210e may be referred to as an exercising sub-station. As explained above, in some circumstances, entrapments, E (see, e.g.,
Once the tire-wheel assembly, TW, is exercised at the exercising sub-station 210f, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 230 to the sub-stations 210g and 210h. The processing act conducted by the sub-station 210g may include balancing the inflated tire-wheel assembly, TW. The processing act conducted by the substation 210h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 210g, 210h.
Referring to
The sub-station 310a may be utilized for preparing a tire, T, prior to a subsequent processing act conducted by one or more of the sub-stations 310c-310h for forming an tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 310a may include lubricating the tire, T, with a lubricant (e.g., a soap) in order to reduce friction between the tire, T, and a wheel, W, during subsequent mounting steps at sub-stations 310c, 310d.
The sub-station 310b may be utilized for “preparing” a wheel, W, prior to a subsequent processing act conducted by one or more of the sub-stations 310c-310h for forming a tire-wheel assembly, TW. The “preparing” act conducted by the sub-station 310b may include lubricating the wheel, W, with a lubricant (e.g., a soap) in order to reduce friction between the wheel, W, and the tire, T, during subsequent mounting steps at sub-stations 310c, 310d.
The sub-stations 310c-310d may be utilized for processing a tire-wheel assembly, TW. The “processing” act conducted by the sub-stations 310c and 310d may include the act of “joining” or “mounting” a tire, T, to a wheel, W, for forming an un-inflated tire-wheel assembly, TW; the act of “joining” or “mounting” may mean to physically couple, connect or marry the tire, T, and wheel, W, such that the wheel, W, may be referred to as a male portion that is inserted into a passage, TP, of the tire, T, being a female portion.
The “processing” act conducted by the sub-station 310e may include the act of “inflating” the tire-wheel assembly, TW; the act of “inflating” may include directing air into the circumferential air cavity, TAC, of the tire, T, of the tire-wheel assembly, TW. As a result of the act of “inflating,” the upper bead, TBU, and the lower bead, TBL, of the tire, T, may be disposed (or “seated”) adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W.
The “processing” act conducted by the sub-station 310f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. In some circumstances, entrapments, E (see, e.g.,
The “processing” act conducted by the sub-station 310g may include balancing the inflated tire-wheel assembly, TW. The “processing” act conducted by the substation 310h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 310g, 310h.
Referring now to
The apparatus 300 may be operated automatically or manually according to the following implementations. In some embodiments, the apparatus 300 may include a controller 312 (e.g., a computer including one or more of a processor, memory or the like to permit automatic/automated control over the apparatus 300) and one or more motors 314 for actuating and/or causing movement of one or more components of the sub-stations 310a-310h. The controller 312 may be connected to the one or motors 314 by one or more cable or leads 316. The one or more motors 314 may be connected to the one or more sub-stations 310a-310h by one or more cables or leads 318. Alternatively or in addition to automatic/automated operation by the controller 312, operation of the apparatus 300 may result from one or more of a manual, operator input (e.g., by way of a joystick, depression of a button or the like).
As seen in
The tire lubricating sub-station 310a may also include a tire transporting device 324 for moving the tire, T, along the linear path, LPT, from the tire lubricating sub-station 310a to the substation 310c. The dispenser 320 and the one or more tire rotating devices 322 may be attached to and extend away from the tire transporting device 324.
Referring to
As seen in
The wheel lubricating sub-station 310b may also include a wheel transporting device 330 such as, for example, a transporting platen or cart for moving the wheel, W, along the linear path, LPW, from the wheel lubricating sub-station 310b to the sub-station 310c. The one or more tire rotating devices 328 may be attached to the wheel transporting device 330; in an embodiment, a motor 314 may be arranged underneath the wheel transporting device 330, and, the rotating device 328 may extend away from the motor 314 and through the wheel transporting device 330 such that a distal end (not shown) of the rotating device 328 may be attached to an inner periphery/inner circumference of the wheel, W. The dispenser 326 may be attached to and be suspended over the wheel, W, by a lower surface of the tire transporting device 324.
As seen in
As described above in
However, as seen in
Referring to
The tire rotating device 338 may include a plurality of roller members that extend away from approximately about a central portion of the upper surface of the tire lower sidewall surface support members 342. The tire-linear-movement interference member 340 may be located at and extend away from approximately about a distal end of the upper surface of the of the tire lower sidewall surface support members 342. The match-mark imaging camera 334 may be arranged above and over the tire lower sidewall surface support members 342. The microprocessor 336 is connected to the match-mark imaging camera 334. The microprocessor 336 is communicatively-coupled to the motor 314, and, the motor 314 is connected to the tire rotating device 338 (i.e., the microprocessor 336 is connected to the tire rotating device 338 by way of the motor 314).
Functionally, both of the tire, T, and the wheel, W, are advanced forwardly/rightwardly, R, at about the same speed such that the tire, T, and the wheel, W, arrive in a substantially axially-aligned orientation at the first mounting sub-station 310c prior to actuation of the pivot joint 332 by the controller 312 and the motor 314. The tire, T, may be advanced to and deposited upon the first mounting sub-station 310c as a result of the driving movement of the conveyor 324a, and, about concurrently, the wheel, W, may be advanced underneath the first mounting substation 310c by the wheel transporting device 330 in order to maintain substantially axial alignment of the wheel, W, with the tire, T.
When substantially all of the lower sidewall surface, TSL, of the tire, T, is arranged upon the tire sidewall support members 342, the wheel, W, may be substantially axially-aligned with the tire, T, such that the wheel, W, is aligned with the gap 344 and is viewable through both of the gap 344 and the passage, TP, of the tire, T, by the match-mark imaging camera 334.
Then, the match-mark imaging camera 334 obtains/images match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. The imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, are then sent to and subsequently interpreted by the microprocessor 336. After interpreting the imaged match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, the microprocessor 336 determines if and how much the tire, T, should be rotated by the tire rotating devices 338 in order to align the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W. If the microprocessor 336 determines that the tire, T, should be rotated, the microprocessor 336 sends a signal to the motor 314, which, in turn causes/drives rotation of the tire rotating devices 338 in order to rotate the tire, T, for aligning the match-mark, TMM, of the tire, T, with the match-mark, WMM, of the wheel, W.
After the match-marks, TMM, WMM, of both of the tire, T, and the wheel, W, have been aligned, the controller 312 causes the motor 314 to actuate the pivot joint 332, which causes the tire sidewall support members 342 to pivot relative to and no longer be linearly-aligned with the support members 324b, thereby disrupting the linear path, LPT, of the tire, T, thereby causing the linear path, LPT, of the tire, T, to intersect with the linear path, LPW, of the wheel, W.
Once the pivot joint 332 has been actuated, the lower sidewall surface, TLS, of the tire, T, should no longer be arranged upon the conveyor 324a, and, with the assistance of gravity, one or more of the tread surface, TT, and a portion of the upper sidewall surface, TSU, of the tire, T, may be disposed adjacent the tire-linear-movement interference member 340 in order to, in part, prevent the tire, T, from sliding off of the tire sidewall support members 342. Further, once the pivot joint 332 has been actuated, and, because the wheel, W, is substantially axially-aligned with the tire, T (and, due to the diameter, WD, of the wheel, W, being approximately equal to but slightly less than the width 342w that forms the gap 344 between the tire sidewall support members 342), a portion of the wheel, W, may be arranged within the passage, TP, of the tire, T; referring to FIG. 8B′, the portion of the wheel, W, arranged within the passage, TP, of the tire, T, may also result in a portion of the outer circumferential surface, WC, of the wheel, W, proximate the upper bead seat, WSU, being arranged adjacent the lower bead, TBL, of the tire, T.
Referring to FIGS. 8B′ and 8B″, as the wheel, W, is advanced forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, by the wheel transporting device 330, the contact of the wheel, W, with the tire, T, results in the wheel, W, imparting movement to the tire, T, forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W. Although the wheel, W, imparts the movement to the tire, T, in the forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W, the tire-linear-movement interference member 340 resists, but does not prevent, movement of the tire, T, in the forwardly/rightwardly, R, along the linear path, LPW, of the wheel, W; accordingly, as seen in FIG. 8B″, 8B′″, the tire-linear-movement interference member 340 temporarily deforms the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the lower bead, TBL, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to partially join/mount the tire, T, to the wheel, W, as seen in FIG. 8B′″. The wheel transporting device 330 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the tire-linear-movement interference member 340, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued forwardly/rightwardly, R, movement along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the tire-linear-movement interference member 340 as seen in FIG. 8B′″, the tire, T, deforms back into its at-rest/unbiased orientation prior to contacting the tire-linear-movement interference member 340 and is partially joined/mounted to the wheel, W; further, as seen in FIG. 8B′″, the upper bead, TBU, may be disposed over/adjacent the upper rim surface, WRU, of the wheel, W.
Referring to
Referring to
As seen in
Referring to FIGS. 8C′ and 8C″, as the tire, T, and the wheel, W, are advanced rearwardly/leftwardly, L, along the linear path, LPW, of the wheel, W, by the wheel transporting device 330, the two pairs of tire-linear-movement interference members 350 of the second mounting sub-station 310d may come into contact with and resists, but does not prevent, movement of the tire, T, as the tire, T, is carried upon the wheel, W, in the forwardly/rightwardly, R, direction along the linear path, LPW, of the wheel, W.
As the tire, T, is moved past the two pairs of tire-linear-movement interference members 350, the two pairs of tire-linear-movement interference members 350 are brought into contact with the upper sidewall surface, TSU, of the tire, T; when the two pairs of tire-linear-movement interference members 350 come into contact with the upper sidewall surface, TSU, of the tire, T, the two pairs of tire-linear-movement interference members 350 exerts a downwardly force upon the tire, T, thereby temporarily deforming the tire, T, which results in the tire, T, being spatially manipulated about the wheel, W (such that, e.g., the chords, TC1, TC2/TD, TC3, of the tire, T, are temporarily upset (i.e., expanded)), in order to permit the upper bead, TBU, of the tire, T, to be wrapped about the outer circumferential surface, WC, of the wheel, W, in order to complete the joining/mounting of the tire, T, to the wheel, W, as seen in FIG. 8C′″ (due to both of the upper bead, TBU, and the lower bead, TBL, of the tire, T, being wrapped about the entire outer circumferential surface, WC, of the wheel, W). During the temporary deforming process of the tire, T, as described above, the one or more tire-tread-surface-contacting guide members 352 may engage the tread surface, TT, of the tire, T, in order to assist in maintaining a substantially equal distribution of forces applied to the tire, T, as the tire, T, is advanced by the wheel, W, along the linear path, LPW, of the wheel, W.
As explained above, the wheel transporting device 330 also includes a wheel-retaining member (not shown) that counteracts the resistance imparted to the tire, T, by the two pairs of tire-linear-movement interference members 350, which would otherwise be imparted to the wheel, W, in order to permit both of the tire, T, and the wheel, W, to continued rearwardly/leftwardly, L, motion along the linear path, LPW, of the wheel, W. Once the tire, T, is completely passed by the two pairs of tire-linear-movement interference members 350 as seen in FIG. 8C′″, the tire, T, deforms back into its substantially at-rest/substantially unbiased orientation prior to contacting the two pairs of tire-linear-movement interference members 350 such that the tire, T, may be said to be mounted to the wheel, W, thereby forming a non-inflated tire-wheel assembly, TW.
Referring to
Referring to
Once the tire-wheel assembly, TW, is inflated at the inflating sub-station 310e, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 330 to the sub-station 310f. The processing act conducted by the sub-station 310f may include the act of “exercising” the tire, T, relative the wheel, W, in order to fully seat the upper bead, TBU, and the lower bead, TBL, of the tire, T, adjacent the upper bead seat, WSU, and the lower bead seat, WSL, of the wheel, W, respectively. Accordingly, the inflating sub-station 310e may be referred to as an exercising sub-station. As explained above, in some circumstances, entrapments, E (see, e.g.,
Once the tire-wheel assembly, TW, is exercised at the exercising sub-station 310f, the inflated tire-wheel assembly, TW, is advanced by the wheel transporting device 330 to the sub-stations 310g and 310h. The processing act conducted by the sub-station 310g may include balancing the inflated tire-wheel assembly, TW. The processing act conducted by the substation 310h may include testing the uniformity of the balanced tire-wheel assembly, TW. The balancing and testing-of-uniformity acts may include determining the un/balance of the inflated tire-wheel assembly, TW, and adding one or more weights to the tire-wheel assembly, TW, until the inflated tire-wheel assembly, TW, is balanced. Any desirable balancing apparatus and uniformity testing apparatus may be utilized for carrying out the above-described processing steps at the sub-stations 310g, 310h.
The present invention has been described with reference to certain exemplary embodiments thereof. However, it will be readily apparent to those skilled in the art that it is possible to embody the invention in specific forms other than those of the exemplary embodiments described above. This may be done without departing from the spirit of the invention. For example most embodiments shown herein depict engaging a wheel (by way of a robotic arm) and manipulating the wheel to mount a tire thereon. However, nothing herein shall be construed to limit the scope of the present invention to only manipulating a wheel to mount a tire thereon. The exemplary embodiments are merely illustrative and should not be considered restrictive in any way. The scope of the invention is defined by the appended claims and their equivalents, rather than by the preceding description.
This U.S. patent application claims priority to U.S. Provisional Application 61/535,745 filed on Sep. 16, 2011, the disclosure of which is considered part of the disclosure of this application and is hereby incorporated by reference in its entirety.
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