Tire appearance defect detection system and method

Abstract

The invention provides a tire appearance defect detection system and method, and relates to the technical field of industrial automatic detection. The method comprises the following steps: automatically guiding and centralizing a horizontal incoming tire into a vertical posture, centering and then accelerating conveying; guiding the tire to enable the tire to be accurately positioned at a detection station; the tire is inserted from the inner sides of an upper tire opening and a lower tire opening of the tire, clamped, lifted away, suspended and fixed, then the tire side is radially expanded to form an annular detection channel, and the tire is driven to rotate at a constant speed; image acquisition of the inner cavity and the outer surface is synchronously carried out in the tire rotation period; and releasing and pushing out the tire after the detection is completed. The system is formed by sequentially connecting a tire guide-in centering device, a transition mechanism, a detection station device, a tire expander, a tire inner / outer detection device and a push-out mechanism. The full-automatic tire appearance detection device realizes full automation of tire appearance detection from feeding, positioning, expansion, rotation, image acquisition to blanking, improves the production takt and the internal and external detection precision through an internal nondestructive clamping expansion and synchronous rotation detection technology, and realizes automatic tire detection.

Description

Technical Field

[0001] This invention relates to the field of industrial automation devices, specifically to a device and corresponding detection method for automatically detecting appearance defects in finished tires, which can be seamlessly adapted to automated tire production lines. Background Technology

[0002] As a critical safety component, the appearance quality of tires (such as sidewall scratches, tread impurities, inner wall bubbles, and bead deformation) directly affects driving safety and service life. Therefore, rigorous appearance defect inspection before leaving the factory is an indispensable part of tire manufacturing. Currently, the industry primarily relies on manual visual inspection for tire appearance inspection. Operators typically need to manually flip or roll the tire, relying on experience to observe and judge the tread, sidewall, and interior under light. This method was applicable in early small-scale production or situations where automation requirements were low. However, with the extreme pursuit of product quality and production efficiency, this manual operation mode has revealed increasingly serious limitations. These limitations are mainly reflected in the fact that manual inspection highly depends on the inspector's experience and concentration, is easily affected by fatigue and emotional factors, and makes it difficult to standardize judgment criteria. Even with rigorous training, the accuracy rate is usually only in the 90%-95% range, which is insufficient to meet the "zero-defect" quality control requirements of high-end manufacturing. Missed inspections and misjudgments can lead to defective tires entering the market, triggering costly after-sales recalls and severely damaging brand reputation. Furthermore, the training period for skilled inspectors is long, and labor costs are high. For heavy-duty tires, manual tumbling is labor-intensive and inefficient, becoming a bottleneck for increasing production capacity. Simultaneously, manual inspection stations occupy a large area, further increasing space costs. In modern, highly automated tire factories, logistics from molding and vulcanization to final inspection are now unmanned. The manual inspection stage becomes a "breakpoint" in the logistics chain, requiring additional handling and turnover, disrupting the continuity and rhythm of production, and preventing true full-process automation and digital management. The tire's internal space is enclosed, and the sidewall is concave in its free state, creating blind spots. Even with endoscope assistance, manual inspection of the interior still suffers from uneven lighting, limited observation angles, and a high risk of missed inspections, demanding extremely high operator skills.

[0003] To overcome the drawbacks of manual inspection, some semi-automatic or dedicated vision inspection equipment has emerged on the market, such as tread scanners or fixed sidewall inspection stations. However, these existing solutions often have the following limitations: most devices can only inspect one tread or one sidewall of the tire, and cannot achieve panoramic, simultaneous inspection of the tread, both sidewalls, and the inner wall of the tire on a single device. For tire product lines with numerous specifications, traditional equipment often requires complex manual adjustments or clamp changes, resulting in long changeover times and failing to meet the needs of flexible production. Using external clamps or supports to fix the tire can easily lead to tire deformation, and the clamps themselves can obstruct the inspection field of view, affecting image quality. Summary of the Invention

[0004] The purpose of this invention is to provide a tire appearance inspection method and system to solve the technical problems in the existing tire appearance inspection process, such as low automation, inability to synchronize internal and external inspections, insufficient positioning accuracy, and easy damage to tires.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0006] A method for inspecting the appearance of tires, characterized by comprising the following steps:

[0007] S1: Guide the horizontally positioned incoming tire to a vertical position, and after centering it, convey it downstream.

[0008] S2: Guide the vertical tires during transport so that they enter and are positioned at the inspection station along the preset path;

[0009] S3: At the inspection station, the tire is clamped and lifted off the support surface from the inside of the upper and lower tire beads and fixed in the air. Then, a radial expansion force is applied to the tire bead to open the tire sidewall to form a ring inspection channel, and the tire is driven to rotate at a constant speed around its axis.

[0010] S4: With the tires spread out and rotating, perform the following operations simultaneously:

[0011] S4a: Position the internal inspection sensor within the annular detection channel and acquire images of the tire's inner surface during one rotation of the tire.

[0012] S4b: Using an external inspection sensor located outside the inspection station, images of the tire tread and sidewall outer surface are acquired during one rotation of the tire.

[0013] S5: After image acquisition is completed, release the tire to the support surface and push it out of the inspection station.

[0014] This method automates the entire process from tire arrival to unloading after inspection. Through internal clamping and expansion technology, panoramic images of the tire's inner and outer surfaces are acquired simultaneously within the same rotation cycle, improving inspection efficiency and avoiding tire deformation and blind spots caused by external clamping. Attached Figure Description

[0015] Figure 1 and Figure 2 A schematic diagram of the tire appearance defect detection system provided by the present invention;

[0016] Figures 3-6 This is a schematic diagram of the import centering device provided by the present invention;

[0017] Figure 7 and Figure 8 This is a schematic diagram of the detection position provided by the present invention;

[0018] Figure 9 This is a schematic diagram of the tire expander provided by the present invention;

[0019] Figure 10 and Figure 11 for Figure 9 Partial structural diagram;

[0020] Figure 12 A schematic diagram of the internal inspection device for tires provided by the present invention;

[0021] Figure 13 This is a schematic diagram illustrating the detection principle of an internal tire inspection device.

[0022] Figure 14 This is a schematic diagram illustrating the detection principle of a tire external inspection device.

[0023] Figures 15-18 This is a schematic diagram of the tire external inspection device provided by the present invention;

[0024] Figure 19 This is a schematic diagram of the tire tread sensor assembly structure provided by the present invention;

[0025] Figure 20 This is a schematic diagram of the tire sidewall sensor assembly provided by the present invention; wherein:

[0026] 11-Upstream conveyor line, 100-Tire (horizontal posture), 100'-Tire (vertical posture), 12-Unloading area, 13-Preparation position, 14-Transition mechanism, 15-Inspection station, 16-Tire internal inspection device, 17-Tire external inspection device, 18-Push-out mechanism, 19-Tire expander;

[0027] 130-Base frame, 131-Front railing, 132-Rear railing, 134-Front push plate, 135-Rear push plate, 136-Centering cylinder, 137-Linear guide rod, 138-Linear bearing, 139-Fixed panel, 1310-Mounting panel, 133-Flipping plate, 1331-Incline potential energy plate, 1332-Push cylinder, 1311-Bullseye mechanism, 1312-Tire detection sensor, 1313-Tire departure sensor, 1314-Ball bearing;

[0028] 141-Transition base plate, 142-Front guide centering roller frame, 143-Rear guide centering roller frame, 1400-Centering guide roller, 144-Flanging section, 145-Contraction centering section, 146-Centering cylinder, 147-Guide centering base plate, 148-Guide shaft, 149-Guide centering guide shaft connecting plate, 1410-Linear bearing;

[0029] 150 - Acceleration motor, 151 - Power roller, 152 - Driven roller, 153 - Chain, 180 - Detection bracket, 181 - Push-out cylinder, 182 - Push-out roller, 183 - Push-out rod;

[0030] 191-Support frame, 192-Front upper expander unit, 193-Rear upper expander unit, 194-Front lower expander unit, 195-Rear lower expander unit, 10-Rotating expander shaft, 20-Expanding disc, 1, 2, 3, 4, 5, 6, 7, 8-Expander rotating part, 1961-Lifting motor, 1962-Ball screw jack, 1963-Floating block, 1964-High-precision vertical linear slide rail slider, 1965-Rotating moving base plate, 1966-Sprocket mechanism, 1971-Upper radial displacement servo motor linear module, 1972-Radial moving drag chain, 190-Slider slide rail unit, 1974-Slide rail, 19 75, 1976 - Slider, 1977 - Front expander base plate, 1978 - Rear expander base plate, 1981 - Front belt isolation cover, 1982 - Rear belt isolation cover, 1983 - Rotating bracket, 1984 - Shaft seat, 1985 - Connecting shaft, 1986 - Rotary motor, 1987 - Expander rotating belt, 1988 - First pulley, 1989 - Second pulley, 1990 - Third pulley, 1991 - Ball screw jack, 1992 - Lower floating block, 1993 - Lower moving base plate, 1994 - Radial moving module, 1995 - Front lower expander base plate, 1996 - Rear lower expander base plate;

[0031] 161-Robot frame, 162-Industrial robot, 163-Internal inspection sensor bracket, 164-Internal inspection sensor, 165-Internal inspection sensor cover;

[0032] 170 - External inspection frame, 171 - Tread sensor assembly, 172 - Front tire sidewall sensor assembly, 173 - Rear tire sidewall sensor assembly, 174 - Tread sensor extension mechanism, 1741 - Tread sensor moving electric cylinder, 1742, 1743 - Mounting base plate, 1744, 1745 - Linear guide rail pair, 1746 - Connecting block, 1747 - Connecting seat, 175 - Z-axis lifting module, 176 - Bearing platform, 177, 178 - Y-axis displacement module, 1771 - Servo motor linear module, 1772 - Guide rail pair, 1773 - Sliding platform, 1783 - Sliding platform, 179, 1710 - Side inspection sensor extension mechanism, 301 - Side sensor moving electric cylinder, 302, 303 - Slider slide rail unit, 304 - Connecting seat, 1712 - Fixing Frame, 1713, 1714 - 3D sensor housing, 1711 - Surveying camera, 1715 - Laser sensor, 1716 - Displacement module, 1721 - Mounting bracket, 1722 - Connecting seat, 1723 - First swing arm, 1724 - Second swing arm, 1725, 1726 - Third and fourth swing arms, 1727, 1728 - Surveying camera, 1729, 17210 - 3D sensor housing, 17211 - Laser sensor, 201 - Lifting motor, 202 - Right angle reduction lift, 203 - Lifting floating block, 204, 205 - Heavy-duty linear guide pair, 206 - Lifting connecting seat, 207, 208 - External inspection transverse sliding base plate, 501, 502, 503, 504, 505, 506, 508, 809 - Cable chain;

[0033] 101 - Trumpet opening, 102 - Partial tire sidewall area. Detailed Implementation

[0034] All directional descriptions in this article are based on the standard vertical posture of the tire positioned at the inspection station. This posture is defined as the tire tread facing downwards against the support surface, with both sidewalls vertical. Under this reference, the front / rear sides directly correspond to the two vertical tire sidewalls. The left / right sides correspond to the horizontal direction of the tread ring. A horizontal tangent is drawn through the tire tread on the support surface; the two directions of this tangent are left and right. Based on the above orientation, the X-axis is along the left-right direction of the tire, the Y-axis is along the front-rear direction of the tire, and the Z-axis is perpendicular to the ground.

[0035] Please see Figure 1 and Figure 2The tire appearance defect detection system provided by this invention includes a tire guide and centering device 13, a transition mechanism 14, a detection station device 15, a tire expander 19, an internal tire inspection device 16, and an external tire inspection device 17. These mechanisms constitute a highly efficient automated tire appearance detection system. The tire guide and centering device 13 serves as the detection starting point, receiving tires from the upstream conveyor line 11 in a horizontal posture 100. Through the cooperation of its coarse centering mechanism and the overturning acceleration mechanism, the tire is automatically corrected and converted into a standard vertical posture 100'. After initial centering, it is given controllable kinetic energy, allowing it to roll smoothly downstream. The transition mechanism 14 acts as a connecting bridge, receiving the tires from the guide device; its internal guide and centering mechanism further guides and constrains the tire's travel path, ensuring the tire accurately enters the detection station 15. The detection station device 15 receives and temporarily supports the tire; its downstream ejection mechanism 18, after detection, smoothly ejects the tire along its original path to the unloading area 12. Once the tire is in place, the tire expander 19 intervenes from both sides of the tire's axial direction, using the inner sides of the upper and lower tire beads, where its rigidity is strongest, as clamping points. First, it vertically lifts the tire, achieving non-destructive suspension and fixation. Then, it expands radially, opening up the naturally concave sidewalls to form a ring-shaped inspection channel. Finally, it drives the tire to rotate at a uniform speed, providing ideal dynamic conditions for internal and external image acquisition. During the tire expansion and rotation, the tire internal inspection device 16, carried by a robot, inserts a 3D line laser sensor into the ring-shaped channel formed by the expander. During one rotation of the tire, it completes full-coverage high-definition image acquisition of the inner wall, toe, and bead areas. The tire external inspection device 17, fixed to the side of the inspection station, integrates multiple sets of 3D line laser sensors that can be precisely adjusted in three dimensions. During tire rotation, it simultaneously performs high-speed, full-coverage image acquisition of the tread and the outer surfaces of both sidewalls. These devices work together to form a fully automated workflow. All acquired high-definition image data is transmitted in real time to the image processing system for automatic defect identification, classification, location, and decision-making. The structure of each device will be described in detail below.

[0036] Tire guide centering device

[0037] Please see Figures 3-6 The device, located at the preparation position 13, is responsible for receiving, centering, and guiding the tire smoothly into the inspection position 15. It includes a support, a coarse centering mechanism mounted on the support, a flipping plate mechanism, and a transition base plate mechanism to achieve automatic tire positioning and transport.

[0038] The support frame includes a base frame 130 and symmetrically arranged front railing 131 and rear railing 132. The front railing 131, rear railing 132, and base frame 130 together form a guide channel to limit the tire's displacement in the longitudinal direction and ensure that it travels along a preset path. The support platform of the guide channel is designed to slope downwards along the tire conveying direction, with an inclination angle typically between 3° and 8°, to utilize gravity to assist the tire in rolling naturally towards the inspection station.

[0039] The coarse centering mechanism is symmetrically arranged on both sides of the guide channel to correct the axis and straighten the posture of the tire after it enters. It includes a front push plate 134 and a rear push plate 135 arranged opposite each other, and a centering drive assembly that drives their movement. The front push plate 134 and the rear push plate 135 have a symmetrical flared shape 101, meaning the upper end slopes outward to form a guide ramp, while the lower end remains vertical. This design allows the tire to roll into the flared area from the upstream conveyor line 11 in a horizontal position (i.e., a flat position with the sidewall facing down and the tread facing both sides). When the tire contacts and enters along the guide ramp, under the guidance and constraint of the ramps on both sides, the tire's posture changes from horizontal to vertical (i.e., a vertical standing position with the tread facing down and the sidewall facing both sides), and finally stands stably in the guide channel, preparing for subsequent centering and inspection. The surface of the push plate that contacts the tire is fitted with several universal ball bearings 1314, which can convert sliding friction into rolling friction when the push plate pushes the tire laterally and changes its posture, effectively avoiding tire sidewall scratches.

[0040] Each push plate is driven by an independent centering drive assembly. Each drive assembly includes a centering cylinder 136 as a power source, a mounting panel 1310, a fixed panel 139, a linear guide rod 137, and a linear bearing 138. The linear guide rod 137 and the linear bearing 138 form a high-rigidity kinematic pair, ensuring that the push plate moves without wobbling during linear reciprocating motion. One end of the guide rod is connected to the push plate, and the other end is fixed to the fixed panel 139. When the tire rolls into the channel to the preset sensing position, the centering cylinders 136 on both sides act synchronously, driving the front push plate 134 and the rear push plate 135 to move towards each other. The inclined surface of the push plate first contacts the tire sidewall, guiding it to the center of the channel, and then the vertical section completes the final centering and straightening. After centering is completed, the cylinders reverse their action, the push plates move apart to reset, and the tire is released.

[0041] The base frame 130 has a support platform in its middle region for supporting the tire. This support platform includes a tilting plate 133 hinged to the base frame, a ramp potential energy plate 1331 attached to the working surface of the tilting plate 133, and a push-push cylinder assembly. The push-push cylinder assembly includes a push-push cylinder 1332 and a hinge. The tilting plate 133 is hinged to the base frame 130 via the hinge, and its initial upper surface remains flush with the base frame 130. The tilting plate 133 and the ramp potential energy plate 1331 together form a composite movable panel. The cylinder body of the push-push cylinder 1332 is fixed to the base frame 130, and its piston rod is connected to the bottom surface of the tilting plate 133 via a connecting seat, providing the tilting plate 133 with a lifting force to rotate around the hinge.

[0042] When the push cylinder 1332 is in the retracted state, the tilting plate 133 remains horizontal, smoothly connecting with the platform of the base frame 130. After the tire completes centering in the channel, the control system issues a command, and the push cylinder 1332 quickly extends, its piston rod pushing upward against the bottom surface of the tilting plate 133. The thrust of the push cylinder 1332 drives the tilting plate 133 to rotate upward around its hinge and lift. Since the ramp potential energy plate 1331 is fixedly installed above the end of the tilting plate 133, it will move together with the tilting plate 133. This action instantly creates a local steep slope at the end of the originally gentle platform (for example, the overall tilt angle suddenly increases from 5° to 15°~20°). The generation of this steep slope significantly increases the downward component of gravity on the tire at this point, providing the tire with a strong and directionally controllable acceleration, enabling it to effectively overcome static friction and rolling resistance, and smoothly and quickly accelerate towards the downstream transition platform area. After the tire rolls out, the push cylinder 1332 retracts, and the tilting plate 133 and the ramp potential energy plate 1331 are smoothly reset to the horizontal standby position under the control of the cylinder, ready for the next cycle.

[0043] Optionally, the base frame 130 is provided with a bullseye mechanism 1311 to reduce the frictional resistance of the tire when rolling on the base surface and prevent tire jamming. In this embodiment, the bracket is provided with a tire departure sensor 1313 at the input end and a tire detection sensor 1312 at the output end. Optionally, the push plate is made of nylon plate, on which the ball bearings 1314 are provided.

[0044] transitional institutions

[0045] Please see Figures 3-6 The transition mechanism 14 serves as the connecting component between the preparation position 13 and the inspection position 15. This mechanism includes an inspection bracket, a centering mechanism mounted on the inspection bracket, and a transition base plate, which are used to guide and assist the tire to transition smoothly.

[0046] The transition base plate 141 connects to the downstream end of the infeed device support platform and extends downward at an angle, forming a bridge connecting the two workstations. A roller frame may also be provided on the downstream side of the transition base plate 141 to provide auxiliary support before the tire enters the inspection station.

[0047] Please see Figure 7 and Figure 8 The centering mechanism includes a front guide centering roller frame 142, a rear guide centering roller frame 143, and a centering drive mechanism that drives both. The front guide centering roller frame 142 and the rear guide centering roller frame 143 are equipped with multiple freely rotatable centering guide rollers 1400. These movable guide rollers can transform sliding contact into rolling contact when the tire rolls through, thereby effectively reducing frictional resistance, preventing tire sidewall wear, and ensuring smooth and unobstructed tire transition.

[0048] The front guide centering roller frame 142 and the rear guide centering roller frame 143 extend from the transition zone towards the inspection station, and have a flared section 144 and a constricted centering section 145 along the tire's travel direction. The flared section 144 connects to the downstream of the front push plate 134 and the rear push plate 135 of the preparation position 13, and its entrance is in the shape of an outwardly flared trumpet, forming a guide slope to facilitate the tire's smooth entry from the relatively wide inlet area. The constricted centering section 145 extends along the tire's travel direction, and together with the transition base plate 141, forms a gradually narrowing transition channel, providing lateral restraint to the tire and ensuring that it always travels along a preset centered path during travel. When the tire travels forward relying on the inclined slope of the transition base plate 141, it maintains a centered state through the restraint of the constricted centering section 145.

[0049] Each guide centering roller frame is driven by an independent centering drive assembly. Each centering drive assembly includes a centering cylinder 146 as a power source, a guide centering base plate 147, a guide centering guide shaft connecting plate 149, a guide shaft 148, and a linear bearing 1410. The guide centering base plate 147 is fixedly connected to the inspection bracket, and the guide centering guide shaft connecting plate 149 is used to fix the centering cylinder 146 and the guide shaft 148. One end of the guide shaft 148 is connected to the guide centering roller frame, and the other end is fixed to the guide centering guide shaft connecting plate 149 by the support of the linear bearing 1410, forming a high-rigidity kinematic pair to ensure smooth and accurate movement of the roller frame. When the tire enters the inspection station through the transition channel, the centering cylinders 146 on both sides act synchronously, driving the front guide centering roller frame 142 and the rear guide centering roller frame 143 to move towards each other, cooperating with the flipping plate mechanism in the preparation position to accurately push the tire into the inspection position.

[0050] In some preferred embodiments, one end of the transition base plate 141 is hinged to the outlet edge of the inlet device bracket via a bearing base 142, and the other end is a free end, driven by the piston rod of the transition cylinder 143 to achieve lifting or pulling actions. The cylinder body of the transition cylinder 143 is fixedly installed below the bracket. Its working mode is as follows: when the tire is about to enter the inspection area from the inlet area, the transition cylinder 143 is activated, causing the free end of the transition base plate 141 to descend, forming a ramp that smoothly connects with the front and rear platform, guiding the tire to roll smoothly and without impact across the interface. When the inspection station is in operation, the transition base plate mechanism can be switched to a safety isolation mode; at this time, the transition cylinder 143 adjusts the transition base plate 141 to a horizontal or slightly raised state, so that its upper surface is slightly higher than the side platforms, forming a slight raised barrier.

[0051] Inspection station device

[0052] Please see Figure 7 The inspection station device is located at inspection station 15 and includes a support device for supporting the bottom of the tire, a centering guide section for maintaining the initial centering state of the tire before inspection, and a tire expander 19 for positioning and driving the tire to rotate.

[0053] Specifically, the centering guide section (composed of the constricted centering section 145 of the front guide centering roller frame 142 and the rear guide centering roller frame 143), which extends from the transition mechanism 14, is designed to act only on the local sidewall area 102 near the guide side of the tire after the tire has fully entered the inspection station, providing necessary radial clamping to stabilize the initial centering state of the tire. At the same time, most of the tire's surface, including the other sidewall and tread, is fully exposed to the inspection area, thus forming an unobstructed visual inspection window and mechanical operation channel. This layout facilitates the tire external inspection device 17 obtaining a complete field of view and allows the tire expander 19 and the tire internal inspection device 16 to enter the tire's inner side without obstruction through the tire bead.

[0054] The tire support device is located at the inspection station. It is used to statically support the tire during tire transport, positioning, attitude adjustment, and subsequent inspection. In this embodiment, the support device includes an acceleration motor 150, a chain 153, a drive roller 151, and a driven roller 152. The drive roller 151 and driven roller 152 are arranged at intervals along the tire's travel direction, with the tire positioned between them. The acceleration motor 150 is connected to the drive shaft of the drive roller 151 via the chain 153, providing it with rotational power. The drive roller 151 and driven roller 152 together form a V-shaped or saddle-shaped support surface, which does not rotate when the tire enters and is in the inspection state.

[0055] A push-out mechanism 18 is provided downstream of the tire support device. This push-out mechanism is located downstream of the inspection station device and is used to smoothly push the tire out of the inspection station 15 along the original conveying path after all the appearance inspections are completed, and return it to the unloading area 12. At the same time, after the tire inspection is completed, the tire support device's driving roller and driven roller roll to drive the tire back along the original path.

[0056] The ejection mechanism includes an ejection cylinder 181, an ejection roller 182, and an ejection guide unit. The cylinder body of the ejection cylinder 181 is fixed to the detection bracket 180 via a mounting base. The ejection guide unit, used to ensure the linearity and stability of the ejection action, includes an ejection rod 183 and a guide sleeve. One end of the ejection rod 183 is connected to the piston rod of the ejection cylinder 181, and the other end is fitted with the ejection roller 182. The guide sleeve is fixedly mounted on the detection bracket 180 and has an embedded linear bearing. The ejection rod 183 passes through the guide sleeve to form a high-precision linear guide pair, which can effectively prevent radial wobble or deflection of the ejection rod during movement. The ejection roller 182 is mounted on the top of the ejection rod 183 via a bearing and can rotate freely. Its surface is usually covered with a flexible material to ensure sufficient friction when in contact with the tire sidewall and to avoid scratches. The ejection rod 183 is installed in an upward tilt towards the tire side. When the tire needs to be ejected, the piston rod of the ejection cylinder 181 extends, driving the ejection rod 183 to move diagonally upward in a straight line along the constraint direction of the guide sleeve. The ejection roller 182 then rises and contacts the lower area of ​​the tire sidewall, thereby smoothly ejecting the tire.

[0057] The tire support system operates in two phases:

[0058] During the support phase (tire entry, centering, and inspection): Once the tire is in place, the acceleration motor 150 remains powered off or in a servo-hold state until all inspection items are completed. The drive roller 151 and driven roller 152 are locked and do not rotate, serving only as rigid support surfaces to provide stable bottom support for the tire and allowing the tire expander 19 to clamp and lift the tire from above.

[0059] Assisted Return Stage: After the tire has completed all inspection items and is lowered back onto the support surface by the tire expander 19, the downstream ejection mechanism 18 begins to operate. Simultaneously, the control system activates the acceleration motor 150. The acceleration motor 150 drives the power roller 151 to rotate in a preset direction (consistent with the ejection direction) via the chain 153. The synchronous rolling of the power roller 151 and the driven roller 152 reduces the sliding friction between the tire tread and the support surface, thus forming a combined force with the thrust of the ejection mechanism 18, driving the tire to accelerate away from the inspection station along the original conveying path and return to the unloading area 12.

[0060] Tire expander

[0061] A tire is a closed, ring-shaped body composed of the tread, sidewalls, and bead. Its inner cavity (tire lining) is a crucial area for visual inspection. In its free state, the two sidewalls of a tire are not standard cylindrical surfaces but rather concave inwards. This causes the concave sidewalls to approach or even touch each other in the central area of ​​the tire, resulting in extremely limited internal operating space and creating blind spots, severely hindering complete observation of the tire lining from the outside or a single angle. Simultaneously, the tire bead, containing steel wire rings, possesses high rigidity and is the most dimensionally stable and strongest part of the tire; in contrast, the sidewalls are relatively soft and easily deformed. Therefore, traditional positioning methods based on external clamping or support of the tread and sidewalls not only easily lead to tire deformation and affect measurement accuracy, but the clamping components themselves also severely obstruct the inspection field of view.

[0062] Based on this, to achieve comprehensive and high-precision visual inspection of the inner and outer surfaces of the tire, especially the enclosed inner surface area, this embodiment provides a tire expander 19. This device abandons the traditional external clamping method and instead adopts a gripping and expansion scheme that intervenes from inside the tire. Specifically, it uses the inner sides of the upper and lower tire beads, where the tire's rigidity is strongest, as the force application and support reference: First, it achieves non-destructive clamping and stable suspension support of the tire; second, it applies a uniform radial expansion force to the tire bead, smoothly expanding the naturally concave tire sidewall outward, thereby forming a ring-shaped inspection channel inside the tire; finally, it drives the tire to rotate at a uniform speed through friction. This not only creates the necessary spatial conditions for the tire internal inspection device 16 to penetrate deep into the tire for a thorough, blind-spot-free scan, but its rotational motion itself also provides ideal dynamic imaging conditions for the tire external inspection device 17 to acquire a 360-degree panoramic image of the tire's outer surface, thus achieving efficient and synchronous internal and external inspection.

[0063] Please see Figures 9-11 The tire expander 19 includes a support frame 191 and an upper tire expander mechanism and a lower tire expander mechanism that are respectively arranged on the support frame 191.

[0064] The aforementioned tire expansion mechanism is used to support, axially lift, radially expand, and rotate the upper tire bead of the tire. It includes a front upper tire expansion unit 192 and a rear upper tire expansion unit 193 arranged correspondingly at the front and rear, an upper axial drive unit for driving the two units to perform axial (vertical) displacement, an upper radial drive unit for driving the two units to perform radial (horizontal) displacement, and an upper rotation drive unit for driving the two units to rotate.

[0065] The aforementioned tire expansion mechanism is used to support, axially lift, and radially expand the tire's lower bead. It includes a front tire expansion unit 194 and a rear tire expansion unit 195 arranged correspondingly at the front and rear, a lower axial drive unit for driving the two units to perform axial displacement, and a lower radial drive unit for driving the two units to perform radial displacement.

[0066] Thus, once the tire is stationary at inspection station 15, the upper axial drive unit drives the front upper tire expander unit 192 and the rear upper tire expander unit 193 to descend as a whole, while the lower axial drive unit drives the front lower tire expander unit 194 and the rear lower tire expander unit 195 to rise as a whole. The upper and lower unit groups move towards each other until they are vertically aligned with the center of the upper and lower tire beads. Subsequently, the upper and lower radial drive units act synchronously, driving all four tire expander units to move radially towards the center, bringing them close to the inside of the tire bead. Immediately afterwards, the upper and lower axial drive units drive the upper and lower tire expander units to move axially away from each other, so that the four tire expander units firmly abut against the inside of the upper and lower tire beads, vertically lifting the tire from its original support surface, achieving non-destructive suspension and fixation of the tire. In the state of stable suspension and support of the tire, the upper and lower radial drive units act again, driving the four tire expander units to move radially outward synchronously. This radial expansion force smoothly expands the naturally concave tire sidewall outward, thereby forming a wide and open annular inspection channel inside the tire. Finally, the upper rotation drive unit is activated, driving the front upper tire expander unit 192 and the rear upper tire expander unit 193 to rotate uniformly around the axis, thereby driving the entire tire to rotate continuously 360 degrees through friction. This rotational motion provides ideal imaging conditions for the internal inspection sensor to scan the entire inner wall of the tire within the expanded channel, and for the fixed-position external inspection sensor to capture a full-circumference image of the tire tread and sidewall.

[0067] In some embodiments, the front upper tire expander unit 192, the rear upper tire expander unit 193, the front lower tire expander unit 194, and the rear lower tire expander unit 195 each include at least one tire expander rotating part. This tire expander rotating part has a rotating tire expander shaft 10 and an expander disc 20 fixedly disposed at the end of the rotating tire expander shaft 10. The rotating tire expander shaft 10 serves as a support and drive shaft, and its surface is provided with a rough texture to increase friction. During tire expansion and rotation, it makes high-friction contact with the inner edge of the tire bead to transmit rotational driving force and drive the tire to rotate at a uniform speed. It also plays a major supporting role during axial lifting. The expander disc 20 is a disc-shaped or drum-shaped structure with a diameter larger than the rotating tire expander shaft 10, and is fixedly installed at the shaft end. During the radial expansion stage, the disc surface of the expander disc 20 abuts against the inner vertical surface of the tire bead, allowing the expansion force to be evenly distributed through a larger contact area, thereby avoiding stress concentration, effectively protecting the bead rubber, and achieving non-destructive tire expansion. During the axial lifting phase, the expansion disc 20 and the rotating expander shaft 10 work together to support the tire bead from below or above, providing stable axial support. This expander uses friction to drive the tire to rotate at a uniform and stable speed, while its expansion disc fits tightly against the inner side of the tire bead, ensuring no relative slippage during rotation while expanding the tire sidewall. This effectively suppresses tire vibration and avoids imaging distortion caused by slippage, thus guaranteeing the accuracy of 3D imaging.

[0068] In this embodiment, the two expanding rotating parts 1 of the front upper expanding unit 192 work together on the upper bead region on the front side of the tire; the two expanding rotating parts 3 and 4 of the rear upper expanding unit 193 work together on the upper bead region on the rear side of the tire; the two expanding rotating parts 5 and 6 of the front lower expanding unit 194 work together on the lower bead region on the front side of the tire; and the two expanding rotating parts 7 and 8 of the rear lower expanding unit 195 work together on the lower bead region on the rear side of the tire. This arrangement forms eight symmetrically distributed action points and friction driving points at the four quadrants of the upper and lower beads of the tire. The symmetrical distribution of the eight points ensures a high degree of balance between the expanding force and the supporting force in both the circumference and axial direction, which can completely avoid the twisting or swaying caused by uneven force during tire positioning, expansion, or rotation, ensuring its posture stability.

[0069] In some embodiments, the upper axial drive unit includes a precision lifting module. Specifically, the lifting module includes a lifting motor 1961, a ball screw jack 1962, four sets of high-precision vertical linear guide rail sliders 1964, a floating block 1963, a rotating moving base plate 1965, and a sprocket mechanism 1966. The ball screw jack 1962 is driven by the lifting motor 1961, providing vertical lifting power for the entire upper expansion mechanism. To ensure the stability and accuracy of this heavy-duty moving component during the lifting process, the four sets of high-precision vertical linear guide rail sliders 1964 are symmetrically arranged between the rotating moving base plate 1965 and the support frame 191, forming a rigid guide pair. This ensures that the rotating moving base plate 1965 can only move smoothly in the vertical direction and can effectively resist the eccentric load and overturning moment generated by the radial and rotating units suspended below.

[0070] The output rod of the ball screw jack 1962 is connected to the rotating base plate 1965 via a floating block 1963. This floating connection compensates for minor alignment errors. A sprocket mechanism 1966 is provided between the rotating base plate 1965 and the support frame 191, its main function being as a safety redundancy device. When the jack reaches the target working position or encounters a sudden power outage, the sprocket mechanism 1966 can mechanically lock instantly, preventing the rotating base plate 1965 and all its supported components from accidentally falling due to their own weight, providing crucial safety assurance.

[0071] The rotating base plate 1965 integrates an upper radial drive unit and an upper rotary drive unit below it, used to drive and control the movement of the front upper tire expander unit 192 and the rear upper tire expander unit 193. The upper radial drive unit includes an upper radial displacement servo motor linear module 1971, a radial movement cable chain 1972, and a synchronous reverse motion mechanism driven by the servo motor. Specifically, the synchronous reverse motion mechanism includes two slider rail units 190. Each slider rail unit 190 includes a rail 1974 and two sliders 1975 and 1976. The two sliders achieve synchronous reverse motion through mechanical linkage, such as being driven by a synchronous belt and a reverse gear set, or by left and right rotary ball screws, that is, they can move synchronously towards or away from each other along the same rail 1974.

[0072] The upper radial displacement servo motor linear module 1971 converts the unidirectional rotation of the motor into the linear counter-linear motion of the two sliders through its transmission mechanism. The bottoms of the four sliders are fixed to four connecting shafts and matching bearings via the front expander base plate 1977 and the rear expander base plate 1978, respectively. The bearings are connected to the four upper expander rotating parts (1,2,3,4). Thus, the movement of the upper radial displacement servo motor can precisely drive the front and rear expander rotating parts to perform synchronous contraction or disjoint expansion radial movements.

[0073] Specifically, a front belt isolation cover 1981 and a rear belt isolation cover 1982 are provided on the front and rear sides. Both the front belt isolation cover 1981 and the rear belt isolation cover 1982 are equipped with two rotating brackets 1983, and each rotating bracket 1983 is equipped with a bearing seat 1984 for mounting the connecting shaft 1985 and the tire expansion rotating part. Each of the front belt isolation cover 1981 and the rear belt isolation cover 1982 contains a rotary drive unit.

[0074] The rotary drive unit includes a rotary motor 1986, a tire-expanding rotary belt 1987, a first pulley 1988, a second pulley 1989, and a third pulley 1990. The rotary motor 1986 drives the second pulley 1989 and the third pulley 1990 to rotate synchronously via the tire-expanding rotary belt 1987 and the first pulley 1988. The second pulley 1989 and the third pulley 1990 are respectively connected to the input ends of the two tire-expanding rotary shafts 10 to be driven. A closed tire-expanding rotary belt 1987 winds around these three pulleys sequentially, forming a triangular transmission loop to ensure reliable power transmission. The housing structure balances safety and ease of maintenance, effectively isolating the belt drive components to prevent foreign objects from entering, while also facilitating daily inspection and belt tension adjustment.

[0075] The lower tire expander mechanism, as the lower half of the tire expander 19, is mirror-symmetrical to the upper tire expander mechanism, and together they complete the clamping and expansion of the tire. It provides precise positioning of the lower tire bead, axial support, and synchronous radial expansion, and therefore includes a lower axial drive unit and a lower radial drive unit.

[0076] The lower axial drive unit is responsible for driving the entire lower tire expander mechanism to perform vertical lifting and lowering movements, achieving alignment with the upper axial drive unit and coordinating tire lifting. Its structure is similar to the upper axial drive unit, also including a lifting motor, a ball screw jack 1991, a high-precision vertical linear guide rail slider, a lower floating block 1992, and a lower moving base plate 1993. The lifting motor drives the ball screw jack 1991, and its output guide rod is connected to the lower moving base plate 1993 through the lower floating block 1992. The lower moving base plate 1993 has multiple sets of vertical linear guide rail sliders forming a rigid guide pair with the bottom of the support frame 191, ensuring smooth and precise lifting and lowering movements. The lower floating block 1992 serves to release stress and compensate for errors. This unit is synchronously controlled with the upper axial drive unit, coordinating to complete the clamping, lifting, and separation of the tire.

[0077] The lower radial drive unit is mounted on the lower moving base plate 1993 and is responsible for driving the front lower tire expander unit 194 and the rear lower tire expander unit 195 to move radially, achieving synchronous expansion of the tire bead. It includes a radial moving module 1994 and two sets of slider rail units mounted on the radial moving module 1994. The radial moving module 1994 provides precise linear drive. The lower ends of the two sets of slider rail units are rigidly connected to the front lower tire expander base plate 1995 and the rear lower tire expander base plate 1996, respectively. The front lower tire expander base plate 1995 and the rear lower tire expander base plate 1996 serve as mounting bases for the four lower tire expander rotating parts 5, 6, 7, and 8, and are securely connected to the tire expander rotating parts via connecting shafts and bearings. The movement of the radial moving module 1994 is precisely converted into synchronous, opposite, or disjoint movement of the front and rear lower tire expander rotating parts in the horizontal direction. The lower radial moving cable chain is used to manage and protect the air pipes and cables connected to the moving base plate.

[0078] The movement of the radial moving module is precisely converted into synchronous, opposite or disjointed horizontal movements of the front lower and rear lower sets of expanding tire rotating parts. The lower radial moving cable chain is used to manage and protect the air hoses and cables connected to the moving base plate.

[0079] Tire internal inspection device

[0080] Please see Figure 12 The tire internal inspection device 16 is responsible for acquiring high-resolution images of the tire's inner wall (including the inner liner, toe, and bead) when the tire expander 19 expands and rotates the tire. The tire internal inspection device includes a robot frame 161, an industrial robot 162, an internal inspection sensor bracket 163, and an internal inspection sensor 164. The robot frame 161 is fixedly installed on the ground or base near the inspection station, providing stable support for the entire device. The industrial robot 162 is a six-axis articulated robot, typically fixed to the top of the robot frame 161 in an inverted or side-mounted manner, and its end effector is designed to completely cover the area to be inspected inside the tire. The internal inspection sensor 164 is connected to the end flange of the industrial robot 162 via the rigid internal inspection sensor bracket 163.

[0081] In this embodiment, the internal detection sensor 164 is a small, integrated cylindrical probe installed at the end effector of an industrial robot. Its diameter is typically less than 50 mm, and its length is approximately 150 mm. Structurally, it includes a laser emission and image acquisition unit.

[0082] The laser emitting unit consists of a ring laser lens at the front of the probe and a laser emitting module behind it. The laser emitting module 1 uses a ring of miniature laser diodes as a light source array. The optical surface of the ring laser lens fuses, shapes, and projects the discrete laser beams incident from the rear into a uniform, continuous, and closed ring laser beam with a coverage angle of not less than 340°, thus illuminating the entire annular area of ​​the tire's inner wall from one tire bead to the other with a single projection.

[0083] The image acquisition unit includes a ring-shaped image acquisition window 165 surrounding the ring laser lens, and a wide-angle CCD area array camera 1643 located behind it. The image acquisition window 165 is a sealed transparent optical window. The optical axis of the wide-angle CCD camera and the projection axis of the ring laser beam form a preset angle, allowing the simultaneous acquisition of a single-frame panoramic laser stripe image modulated by the surface topography of the tire's inner wall through this window.

[0084] Based on the above structure, when the tire rotates to any angle, the sensor only needs to project and collect data once to simultaneously acquire the original image data used to reconstruct the complete contour and texture of the cross section.

[0085] Its workflow is as follows: Before the tire expander 19 finishes clamping and spreading the tire and is ready to drive it to rotate, the control system instructs the industrial robot 162 to move and precisely deliver the internal inspection sensor 164 to the predetermined detection position in the annular channel inside the tire and keep it stationary. Subsequently, the tire expander 19 drives the tire to rotate one revolution at a uniform speed.

[0086] During tire rotation, the control system synchronously triggers the internal inspection sensor 164 to acquire images based on the encoder signal from the rotating motor. The stationary sensor continuously acquires high-speed images of the inner wall surface passing through its field of view at equal angular intervals. After acquisition, the system stitches and merges all single-frame images circumferentially based on the angle information provided by the encoder, generating a complete 360-degree panoramic image of the tire's inner cavity for subsequent automatic defect analysis. Once the inspection cycle is complete, the industrial robot removes the sensor from inside the tire and returns to its standby position.

[0087] Tire external inspection device

[0088] Please see Figures 14 to 20 The tire external inspection device 17 is fixedly installed on the side of the inspection station 15. When the tire is driven to rotate at a constant speed by the tire expander 19, it simultaneously collects panoramic images and three-dimensional contour data of the tire's outer surface, including the tread, front sidewall and rear sidewall.

[0089] The tread sensor group 171, the front sidewall sensor group 172, and the rear sidewall sensor group 173 are each equipped with two 3D line laser sensors, for a total of six 3D line laser sensors in the entire device. These sensors are spatially arranged according to the tire's outer contour shape: the two sensors in the tread area are installed at a specific angle to ensure the scanning line covers the entire width of the tread and the shoulder area; the two sensors in the front and rear sidewall sensor groups point to the upper (near the shoulder) and lower (near the bead) parts of the sidewall, respectively, achieving seamless scanning of the sidewall profile. The scanning fields of view of the tread sensor group and the front and rear sidewall sensor groups partially overlap at the tire shoulder, ensuring continuous, seamless acquisition of the entire outer surface contour from the tread to the sidewall, achieving full coverage detection of the tire's outer surface.

[0090] To meet the testing requirements of tires of different sizes, the three sets of sensors are integrated into a multi-degree-of-freedom position adjustment mechanism, enabling automatic positioning in three directions: left-right (X-axis), front-back (Y-axis), and vertical (Z-axis). Specifically, in terms of layout, the optical center of the tread sensor group 171 is coaxial with the mechanical axis of the detection system in the left-right (X-axis) direction. Therefore, this sensor group does not require position adjustment in the front-back (Y-axis) direction; its positioning only requires Z-axis lifting to adapt to different tire outer diameters and X-axis movement to set the optimal working distance between the lens and the tread surface. In contrast, the front sidewall sensor group 172 and the rear sidewall sensor group 173, used to detect the front and rear tire sides, require independent adjustment in the X, Y, and Z directions to adapt to different tire section widths, positions, and outer diameters.

[0091] Please see Figures 15-18To achieve precise X-axis positioning of the tread sensor assembly 171, this device includes a tread sensor extension mechanism 174. This mechanism drives the tread sensor assembly 171 to move left and right along the X-axis to adjust the optimal working distance between the sensor and the tire tread. This mechanism mainly consists of a drive unit and a guide unit. For example, the drive unit includes a tread sensor moving electric cylinder 1741, whose cylinder body is fixed to the support platform 176 of the Z-axis lifting module 175 via mounting base plates 1742 and 1743, and the extension and retraction axis of its push rod is parallel to the X-axis direction of the device. The guide unit includes two sets of high-precision linear guide rail pairs 1744 and 1745 arranged in parallel. The slider of each guide rail pair is fixed to the support platform 176 of the Z-axis lifting module 175 via the mounting base plates 1742 and 1743. Therefore, the slider remains stationary during X-axis displacement, only moving vertically up and down with the Z-axis lifting module 175 as a whole. The tread sensor assembly 171 is connected to the guide rails of the linear guide pair and the push rod of the tread sensor moving electric cylinder 1741 via a connecting assembly. Specifically, the connecting assembly includes a connecting block 1746 and a connecting seat 1747, which are fixedly connected. The connecting block 1746 is fixedly connected to the guide rails of the two linear guides, and the connecting seat 1747 is connected to the push rod of the tread sensor assembly 171 and the tread sensor moving electric cylinder 1741. When the electric cylinder is actuated, the linear thrust of the push rod drives the tread sensor assembly 171 and the two guide rails fixedly connected to it synchronously through the connecting block 1746 and the connecting seat 1747, so that the entire assembly performs a high-precision, low-friction smooth movement along the X-axis relative to the fixed slider, thereby achieving precise and rapid adjustment of the working distance.

[0092] Z-axis lifting module 175 is a motion platform used to drive the entire external inspection sensor system to move up and down along the Z-axis. It adapts to changes in the outer diameter of tires of different sizes through vertical adjustment, ensuring that all external inspection sensor groups can be aligned with the designated detection area height of the tire. Z-axis lifting module 175 includes a Z-axis drive and transmission unit, a Z-axis guide unit, and a support platform. The Z-axis drive and transmission unit includes a lifting motor 201, a right-angle reduction lift 202, and a lift floating block 203. The lifting motor 201 is horizontally fixed on the external inspection frame 170, with its output shaft in a transverse direction. The right-angle reduction lift 202 is a worm gear type lifting module with an integrated ball screw. Its input end is directly connected to the motor output shaft. The internal worm gear pair converts the transverse rotation of the motor into the vertical rotation of the internal screw, and then converts the rotational motion into precise linear motion of the lift floating block 203 along the vertical direction (Z-axis). The lift floating block 203, as the power output end, is connected to the support platform and directly drives its lifting. The Z-axis guide unit includes at least two sets of parallel heavy-duty linear guide pairs 204 and 205. Each guide pair includes a linear guide vertically fixed to the outer frame 170, and a slider that can slide on it. The slider is fixedly connected to the support platform, providing it with high-rigidity vertical guidance.

[0093] Specifically, the support platform includes a lifting connecting seat 206 and external inspection lateral sliding base plates 207 and 208 located on the front and rear sides of the lifting connecting seat 206. The external inspection lateral sliding base plates 207 and 208 are respectively connected to the sliders of the linear guide pairs on the front and rear sides. Simultaneously, the aforementioned tire tread sensor moving electric cylinder 1741 is connected to the support platform via its mounting base plates 1742 and 1743, which are the two external inspection lateral sliding base plates 207 and 208. Therefore, the tire tread sensor assembly 171 rises and falls with the support platform as a whole and can move independently in the X direction. Furthermore, the complete Y-axis and X-axis adjustment mechanisms of the front tire side sensor assembly 172 and the rear tire side sensor assembly 173 are all mounted on the external inspection lateral sliding base plates 207 and 208. Therefore, the two tire side sensor assemblies also rise and fall with the platform as a whole and can be independently adjusted in the Y-axis and X-axis directions.

[0094] Furthermore, to drive the two sidewall sensor groups to the optimal detection position, this device is equipped with a multi-stage adjustment mechanism integrated with the Z-axis lifting module 175. These mechanisms use the aforementioned external inspection lateral movement base plates 207 and 208 as the installation reference to jointly achieve the positioning of the two sidewall sensor groups in the front-to-back (Y-axis) and left-to-right (X-axis) directions.

[0095] Two identical Y-axis displacement modules 177 and 178 are respectively mounted on the outer inspection lateral movement base plates 207 and 208 on the left and right sides, and are used to drive the front tire sidewall sensor group 172 and the rear tire sidewall sensor group 173 to extend or retract independently along the tire's front-rear direction (Y-axis). Since the Y-axis displacement modules 177 and 178 are completely identical in structure, differing only in their orientation, the following description uses only one of the Y-axis displacement modules 177 as an example: Each module includes a servo motor linear module 1771 and at least one set of guide rail pairs 1772. The servo motor linear module 1771 is fixed on the outer inspection lateral movement base plate 208, and the slider of its guide rail pair 1772 is connected to the sliding platform 1773. The rear tire sidewall sensor group 173 (or the front tire sidewall sensor group 172) is mounted on this sliding platform 1773.

[0096] Based on the front-to-back (Y-direction) positioning completed by the Y-direction displacement module, in order to adapt to the cross-sectional width of different tires and fine-tune the optimal observation distance of the sensor to the tire sidewall, this device is equipped with a set of side sensor extension mechanisms (179 for the front side and 1710 for the rear side) for each of the two tire sidewall sensor groups to achieve independent displacement in the left-to-right (X-direction).

[0097] Since the side sensor extension mechanisms 179 and 1710 are identical in structure, differing only in their orientation, the following description uses side sensor extension mechanism 1710 as an example: The side sensor extension mechanism includes a side sensor driving unit and a side sensor guiding unit. The side sensor driving unit includes a side sensor moving electric cylinder 301, and the guiding unit includes two sets of high-precision slider rail units 302 and 303. The side sensor moving electric cylinder 301 is mounted on the sliding platform 1783 of the Y-axis displacement module, and its push rod is driven connected to the tire side sensor group (such as the front tire side sensor group 172) via a connecting seat 304. The tire side sensor group is mounted on this connecting seat 304. At the same time, the rails of the two sets of slider rail units 302 and 303 are also fixed to the connecting seat 304. When the electric cylinder is activated, the linear thrust of the push rod directly drives the tire side sensor group, causing it to move precisely in a straight line along the X-axis direction under the constraint of the slider fixed on the sliding platform 1783, thereby achieving adjustment and locking of the left and right positions.

[0098] As described above, multiple displacement modules such as Z-axis lifting module 175, tread sensor extension mechanism 174, Y-axis displacement modules 177 and 178, and side inspection sensor extension mechanisms 179 and 1710 are equipped with drag chains 501, 502, 503, 504, 505, 506, 508, and 809.

[0099] Please see Figure 19The specific structure of the tread sensor assembly 171 includes a mounting frame 1712. Two 3D sensor housings 1713 and 1714 are arranged side-by-side on the mounting frame 1712, housing a first tread 3D line laser sensor and a second tread 3D line laser sensor for detecting tread appearance defects, respectively. Furthermore, the assembly is also equipped with an independently extendable mapping camera 1711 and a laser sensor 1715. The mapping camera 1711 is used for precise measurement of dimensions such as tread depth, and its extension and retraction movement can be achieved through an independent displacement module 1716.

[0100] Please see Figure 20 The front sidewall sensor group 172 and the rear sidewall sensor group 173 have the same structure, both including a mounting bracket 1721. A connecting seat 1722 is connected to the end of the mounting bracket 1721, and the two ends of the connecting seat 1722 are respectively hinged to a first swing arm 1723 and a second swing arm 1724. Each swing arm is equipped with a sidewall 3D line laser sensor at its end, used to capture images of the sidewall appearance from different angles for defect detection. As a preferred embodiment, a third swing arm 1725 and a fourth swing arm 1726 can be added below the mounting bracket 1721, with a mapping camera 1727 and a mapping camera 1728 respectively mounted at their ends for dimensional mapping of specific areas of the sidewall (such as the tire shoulder and bead).

[0101] By integrating high-resolution 3D line laser sensors into the tread and sidewall sensor array, a single inspection process can simultaneously complete the identification of appearance defects and the measurement of tread depth and the size of specific areas on the sidewall, thus improving inspection capabilities. The sidewall sensor array adopts a multi-arm hinged structure, allowing the sensor to flexibly adjust the observation angle and closely conform to the complex curvature of the tire sidewall, thereby eliminating blind spots caused by unsuitable angles and ensuring complete and clear imaging of the sidewall area from the tire shoulder to the bead.

[0102] Specifically, the first swing arm 1723 and the second swing arm 1724 are respectively equipped with 3D sensor housings 1729 and 17210 to accommodate their 3D line laser sensors. Furthermore, a laser sensor 17211 is integrated into the mounting bracket 1721. This laser sensor 17211 is used to non-contactly measure the outer diameter, cross-sectional width, and precise position of the tire located at the workstation before the inspection process begins, and feeds the data back to the control system in real time. Based on these measurement data, the system automatically calculates and controls the coordinated movement of the aforementioned Z-axis lifting module 175, the side sensor extension mechanisms (179, 1710), and the Y-axis displacement module (177, 178), quickly and accurately positioning all external sensors to the preset optimal inspection position, thereby achieving fully automatic calibration and focusing, improving the efficiency and inspection accuracy of the equipment when switching between different tire specifications.

[0103] This system aims to automate and intelligently integrate the entire process of tire appearance inspection, seamlessly embedding it into automated production lines. The following is its workflow:

[0104] Phase 1: Tire Insertion and Positioning

[0105] Step 1) Incoming material receiving: The upstream conveyor line transports the tires in a horizontal position to the preparation position of the tire guide centering device.

[0106] Step 2) Coarse centering and attitude conversion: The tire rolls into the flared area formed by the front and rear push plates. The centering cylinders on both sides move synchronously, driving the push plates to move in opposite directions. With the guidance of the inclined push plates and the assistance of the universal ball bearings, the tire is automatically corrected to centerline and changes from a horizontal posture to a standard vertical posture, standing stably in the inclined guide channel.

[0107] Step 3) Accelerated transport: After the tire completes centering, the push cylinder on the base frame actuates, driving the tilting plate and the ramp potential energy plate to lift quickly, forming a local steep slope. The tire gains acceleration and rolls smoothly towards the downstream transition mechanism.

[0108] Step 4) Transition and Positioning: The tire slides down the transition plate under gravity, while being constrained by the contracted centering sections of the front and rear guide centering rollers, maintaining its centered travel path. The tire finally enters the inspection station smoothly and is statically supported by the support device of the inspection station equipment.

[0109] Phase Two: Tire Fixation, Expansion, and Rotation

[0110] Step 5) Axial alignment and radial approach of the tire expander: After the tire is in place, the tire expander begins to work. The upper axial drive unit of the upper expanding mechanism drives the front upper expanding unit and the rear upper expanding unit to descend as a whole, while the lower axial drive unit of the lower expanding mechanism drives the front lower expanding unit and the rear lower expanding unit to rise as a whole. The upper and lower unit groups move towards each other until they are aligned vertically with the center of the upper and lower tire beads. Subsequently, the upper radial drive unit and the lower radial drive unit act synchronously, driving the four expanding units (upper and lower) to move radially towards the center, bringing them closer to the inside of the tire bead.

[0111] Step 6) Tire suspension and fixation: Next, the upper and lower axial drive units drive the upper and lower tire expansion units to move axially away from each other, so that the four tire expansion units firmly abut against the inner side of the upper and lower tire beads, and vertically lift the tire from the original support surface to achieve non-destructive suspension and fixation.

[0112] Step 7) Sidewall Expansion: With the tire stably suspended in the air, the upper and lower radial drive units activate again, driving the four expansion units to move outward synchronously along the radial direction. This radial expansion force smoothly expands the naturally concave sidewall outward, thereby forming a spacious and continuous annular detection channel inside the tire.

[0113] Step 8) Automatic calibration of the vision system: Before or at the initial stage of tire rotation, the laser sensor integrated on the tire external inspection device performs a non-contact scan of the tire at the workstation, measuring its outer diameter, cross-sectional width, and precise position. Based on these measurement data, the control system automatically calculates and controls the coordinated movement of the Z-axis lifting module, the Y-axis displacement module, and the side inspection sensor extension mechanism to quickly position the tread sensor group, the front sidewall sensor group, and the rear sidewall sensor group to the preset optimal detection position.

[0114] Step 9) Drive the tire to rotate at a constant speed: The upper rotation drive unit of the upper tire expansion mechanism is started, driving the front upper tire expansion unit and the rear upper tire expansion unit to rotate at a constant speed around the axis, and then driving the entire clamped tire to rotate continuously 360 degrees through friction drive.

[0115] Phase 3: Synchronous Panoramic Image Acquisition

[0116] Step 10) Internal Image Acquisition: As the tire expander opens the tire, the industrial robot of the tire internal inspection device moves along a preset trajectory, delivering the internal inspection sensor carried at its end to the predetermined optimal detection position in the annular channel inside the tire, and remains stationary. During one full rotation of the tire at a uniform speed, the stationary internal inspection sensor continuously acquires high-speed images of the inner wall surface (including the inner liner, toe, and bead) passing through its field of view, achieving a full-coverage scan of the tire's inner wall.

[0117] Step 11) External Image Acquisition: During the same rotation cycle of the tire, the external tire inspection device fixed to the side of the inspection station works synchronously. The calibrated tread sensor group takes pictures of the rotating tread area; the front and rear sidewall sensor groups take pictures of the outer surfaces of the front and rear sidewalls respectively during rotation. All external inspection sensors can complete the synchronous acquisition of a 360-degree panoramic image of the tire's outer surface in one rotation.

[0118] Phase 4: Inspection completed, resetting and unloading

[0119] Step 12) Image Acquisition Completed and Sensor Retraction: The tire has rotated one full revolution, and the internal and external images have been acquired. The industrial robot first removes the internal inspection sensor from inside the tire and returns to the standby position.

[0120] Step 13) Tire expander reset: The tire expander performs the reverse operation in sequence. First, it stops rotating. Then, the radial drive unit drives the tire expander unit to contract radially, releasing the expansion force on the tire sidewall. Finally, the axial drive unit drives the upper and lower tire expander units to close axially, and the tire is smoothly lowered back onto the support device of the inspection station.

[0121] Step 14) Tire Push-out: The push-out mechanism downstream of the inspection station activates, extending the piston rod of the push-out cylinder and driving the push-out rod to move obliquely upwards along the guide sleeve. This causes the push-out roller to rise and contact the lower part of the tire sidewall, providing initial thrust. Simultaneously, the control system activates the acceleration motor of the support device, driving the power roller and driven roller to rotate synchronously. The thrust of the push-out mechanism and the driving force of the support roller work together to smoothly push the tire out of the inspection station along the original conveying path.

[0122] Step 15) End of cycle: The tire rolls into the unloading area and is transported away by the subsequent conveyor line. All mechanisms of the device are reset, ready for the next inspection cycle.

[0123] Phase 5: Image Processing and Decision Making

[0124] Step 16) All acquired high-definition image data is transmitted to the image processing system in real time. Based on artificial intelligence, visual analysis algorithms automatically analyze the images, identifying, classifying, and locating various appearance defects such as sidewall scratches, tread impurities, inner wall bubbles, and bead deformation. An inspection report is generated, and a pass / fail determination is made, achieving fully automated quality inspection and data management.

Claims

1. A method for detecting tire appearance defects, characterized in that, Includes the following steps: S1: Guide the horizontally positioned incoming tire to a vertical position, and after centering it, convey it downstream. S2: Guide the vertical tire during transport so that it enters and is positioned at the inspection station (15) along the preset path. S3: At the inspection station (15), the tire is inserted from the inner side of the upper and lower tire beads, the tire is clamped and lifted off the support surface and fixed in the air. Then, a radial expansion force is applied to the tire bead to open the tire sidewall to form an annular inspection channel, and the tire is driven to rotate at a constant speed around its axis. S4: While the tire is spread out and rotating as described in step S3, perform the following operations simultaneously: S4a: Position the internal inspection sensor (164) in the annular detection channel and collect images of the inner surface of the tire during the tire's rotation. S4b: Using external inspection sensors (171, 172, 173) set outside the inspection station (15), images of the tire tread and sidewall outer surface are acquired during the tire's rotation. S5: After completing image acquisition, release the tire to the support surface and push it out of the inspection station (15).

2. The detection method according to claim 1, characterized in that, Step S1 specifically includes: The horizontal tire is guided and straightened into an upright position by a coarse centering mechanism with a funnel-shaped inlet (101); a local steep slope is formed by a flipping plate mechanism (133) that lifts the tire instantly, giving the tire acceleration kinetic energy.

3. The detection method according to claim 1, characterized in that, In step S3, the clamping, lifting, expanding and driving rotation operations are performed by at least four tire-expanding rotating parts (1-8) that act symmetrically on the four quadrant regions of the upper and lower tire beads.

4. The detection method according to claim 1, characterized in that, Before step S4b, there is also step S0: using a laser sensor to measure the external dimensions and position of the tire located at the inspection station (15), and automatically adjusting the spatial position of the external inspection sensor according to the measurement results.

5. The detection method according to claim 1, characterized in that, Step S5 specifically includes: While the push-out roller (182) of the push-out mechanism (18) contacts the tire sidewall and applies thrust, the support rollers (151, 152) of the detection station (15) are started to rotate, and the two work together to push out the tire.

6. A detection system for implementing the method according to any one of claims 1-5, characterized in that, Including those arranged sequentially along the tire conveying direction: Tire guide centering device (13) is used to receive horizontal incoming tires and convert them into a vertical posture, center them and accelerate their output; The transition mechanism (14) is connected downstream of the tire guide centering device (13) and is used to guide and constrain the tire into the inspection station (15). Inspection station device (15) is used to support and position tires; Tire expander (19) is set at the inspection station (15) and is used to clamp and lift the tire from the inside of the tire, radially expand the tire sidewall and drive the tire to rotate. The tire internal inspection device (16) is used to acquire images of the inner surface of the tire after the tire expander (19) has opened the tire; The tire external inspection device (17) is set outside the inspection station (15) and is used to collect images of the tire's outer surface; And an ejection mechanism (18), located downstream of the inspection station device (15), for ejecting the tire that has completed inspection.

7. The detection system according to claim 8, characterized in that, The ejection mechanism (18) includes an ejection cylinder (181) and an ejection roller (182) mounted on the end of the ejection rod (183). The ejection mechanism (18) works in conjunction with the tire support device in the second working state to eject the tire from the work station.

8. The detection system according to claim 6, characterized in that, The tire expander (19) includes: Supporting framework (191); The upper tire expander mechanism includes a front upper tire expander unit (192), a rear upper tire expander unit (193), and an upper rotary drive unit; The lower tire expander mechanism is arranged vertically and vertically corresponding to the upper tire expander mechanism, including a front lower tire expander unit (194) and a rear lower tire expander unit (195). The upper and lower tire expansion mechanisms can move toward each other to clamp the upper and lower tire beads from the inside, can perform axial separation movement to lift the tire, and can perform radial synchronous expansion movement to spread the tire sidewall. The upper rotation drive unit is used to drive the tire to rotate.

9. The detection system according to claim 6, characterized in that, The tire internal inspection device (16) includes an industrial robot (162) and an internal inspection sensor (164) installed at its end. The industrial robot (162) is used to move the internal inspection sensor (164) into or out of the annular inspection channel formed by the tire expander (19).

10. The detection system according to claim 6, characterized in that, The tire external inspection device (17) includes: A tread sensor group (171) is located on one side of the tire tread. Front tire side sensor group (172) and rear tire side sensor group (173).

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