Tire dynamic balance repairing method and system based on simulated positioning, positioning template and obtained tire

Abstract

The invention relates to the technical field of tire manufacturing and quality repairing, in particular to a tire dynamic balance repairing method and system based on simulated positioning, a positioning template and an obtained tire. According to the method, before balancing adhesive cement is permanently smeared, a removable temporary simulation balancing weight is introduced, iterative optimization of candidate angles and balancing weight mass is carried out in an allowable angle interval of a blank area of a tire shoulder, and the optimal repair angle and the optimal compensation mass are determined through dynamic balance retest feedback; and then removing the temporary balancing weight, smearing and curing the balance adhesive cement at the optimal position according to the equivalent conversion mass, and finally checking to confirm that the standard is reached. The problems that traditional one-time gluing is irreversible, and positioning depends on experience are solved, the repair qualification rate of the complex unbalanced tire is remarkably increased, and rubber cement waste and scrap loss are reduced.

Description

Technical Field

[0001] This invention relates to the field of tire manufacturing and quality repair technology, and specifically to a tire dynamic balancing repair method, system, positioning template, and the obtained tire based on simulation positioning. Background Technology

[0002] Tire dynamic balancing is one of the key inspection items in tire quality control. If a tire has uneven mass distribution or structural asymmetry when rotating at high speed, it will exhibit dynamic imbalance with different amplitudes and phase angles on the upper and lower calibration planes. This can lead to increased vehicle vibration, noise, abnormal wear, and fatigue load on the suspension and steering systems. Especially during the finished tire factory inspection stage, tires with excessive dynamic balance often require a repair process to meet internal control or regulatory / customer standards, thereby improving the finished product pass rate and reducing scrap losses. The basic approach to dynamic balancing repair is typically inspection—positioning—compensation—re-inspection. That is, based on the imbalance mass value and phase angle given by the dynamic balancing machine, equivalent compensation mass is applied to the tire or related locations to offset or reduce the imbalance.

[0003] In the prior art, various solutions have been proposed for tire imbalance repair and compensation. For example, Chinese patent document CN112798182B discloses a method for improving tire imbalance. Its technical approach includes: performing imbalance detection on the tire blank to obtain the imbalance mass on both sides of the tire sidewall, determining the location of the minor imbalance point, and then applying rubber strips to the tire sidewall for compensation to repair the dynamic imbalance of the tire; this document also involves adding / removing or re-rolling the tread rubber strips based on out-of-roundness harmonic anomalies to improve static imbalance or related indicators. The characteristic of this type of solution is that it moves part of the repair process forward to the tire blank or manufacturing process, achieving quality compensation through methods such as applying rubber strips, and making repair decisions based on the test results.

[0004] For example, Chinese patent document CN114801270B discloses a method for repairing a molded tire blank to improve the UFDB performance of a tire. The process includes: inspecting the pre-cured tire blank and statistically analyzing non-conforming features (such as RFV, CON, STATIC, etc.); then, repairing the tire blank by attaching rubber patches to areas such as the shoulder or sidewalls according to the type and location of the non-conformities; and re-inspecting the tire blank after repair to confirm the repair effect. If necessary, the repair location, length, or weight can be verified based on the inspection results. This type of solution embodies the closed-loop concept of inspection-repair-re-inspection and provides process constraints such as angle range and avoidance of the main drainage groove in the selection of the bonding position.

[0005] Furthermore, at the level of the basic principles of balance compensation, patent document US2080227A discloses a technical concept related to tire / wheel balance. It involves applying a temporary weight, such as a lead strip of a certain length, at a point on the outer circumference of the tire using a temporary holding method to determine the magnitude and position of the compensation weight, thereby achieving balance adjustment. This document reflects that the basic approach of temporary trial weighting—observation / verification—and then determining the final compensation is one of the known technical paths in the field of balance.

[0006] Although the aforementioned existing technologies offer solutions for imbalance improvement from the perspectives of applying rubber strips / sheets at the tire blank stage, a closed loop of inspection-repair-re-inspection, and determining the compensation amount through trial weight, several prominent engineering problems still exist in the repair of finished tires with excessive dynamic balance. This leads to unstable repair pass rates, high costs, and significant reliance on operator experience. Firstly, the common industry practice for repairing the dynamic balance of finished tires often involves directly applying compensation materials (such as applying balancing adhesive or attaching compensators) at the light points or suggested angles provided by the dynamic balancing machine. However, balancing adhesives have a basically fixed position and quality after curing, exhibiting significant one-time and irreversible characteristics. If the initial positioning deviation or compensation quality control is inaccurate, it is difficult to effectively remedy the situation without introducing additional risks (such as local overcompensation or overlapping compensation leading to appearance / durability issues), ultimately potentially increasing the number of repairs or even resulting in scrapping. Secondly, for tires with complex imbalance mechanisms (such as large-size tires, tires with high aspect ratios, or tires with stronger material / structure distribution coupling), the dynamic balance vector may not be effectively offset simply by applying it near the light point. The success rate of traditional light point repair is easily affected by random errors and empirical judgment, resulting in large fluctuations in repair. Thirdly, the location where compensation materials can be applied to finished tires is often constrained by appearance, tread structure, marking areas, and process safety. The actual usable area is closer to a set of limited angles than an idealized arbitrary circumferential usable area. Under the condition of limited usable area, how to quickly approach the optimal compensation point and optimal compensation amount within a limited number of times is a challenge. Although existing technologies have the closed-loop idea of ​​repair and re-inspection after inspection, or inspiration from temporary trial weights to determine the weight, there is still a lack of an engineering methodology for dynamic balance repair of finished tires that can perform low-cost reversible verification and systematic optimization positioning before permanent compensation.

[0007] Therefore, in response to the need for repairing tires with excessive dynamic balance, there is an urgent need in this field for a repair method that can overcome the irreversibility of traditional one-time repairs, reduce reliance on operator experience, and accurately determine the compensation position and quality within a limited usable area. This would improve the repair pass rate of complex unbalanced tires, reduce waste of rubber and labor time, reduce the overall cost caused by rework and scrapping, and enhance the stability and controllability of tire production and quality control processes. Summary of the Invention

[0008] The technical objective of this invention is to provide a tire dynamic balancing repair method based on simulation positioning. By introducing a removable temporary simulated counterweight before permanently applying balancing adhesive and performing dynamic balancing retesting and iterative optimization, the optimal repair angle and optimal compensation quality are accurately determined within the limited usable angle range, such as the tire shoulder blank. This overcomes the problems of traditional one-time light-point adhesive application being irreversible, positioning relying on experience, and poor adaptability to complex unbalanced tires. It significantly improves the repair pass rate of tires with excessive dynamic balance and reduces material waste and scrap losses.

[0009] Firstly, in order to achieve the above-mentioned objectives, the present invention adopts the following technical solution:

[0010] A tire dynamic balancing repair method based on simulation positioning, the method includes the following steps:

[0011] S1, Perform dynamic balancing on the tire to be repaired to obtain the initial imbalance mass between the upper and lower correction planes. (g) and phase angle (°);

[0012] S2, Select The larger plane corresponds to the primary repair plane, and the allowable angle range is determined in the shoulder blank area. And set the angle step size. Quality step size Qualified threshold With the upper limit of iteration Determine the initial candidate angle ;

[0013] S3, in Within the candidate angle Removable installation quality The temporary simulated counterweight block is positioned so that its radial position is consistent with the position where the adhesive is applied, as defined by the positioning template.

[0014] S4, remeasure the residual unbalanced mass. If the residual mass in both planes is ≤ Then determine the optimal repair angle. With optimal counterweight mass Otherwise, based on the residual changes between two consecutive intervals... renew and / or with renew Iterate until it is qualified or reaches the standard. ;

[0015] S5, Remove the temporary simulated counterweight at the optimal repair angle. Apply and cure the balancing adhesive to the corresponding blank area on the tire shoulder. The quality of the balancing adhesive application is important. The optimal simulated counterweight mass Conversion factor based on equivalent mass The conversion yields the following result: ,in This is the equivalent mass conversion factor.

[0016] Preferably, in step S1, the tire to be repaired is mounted on a dynamic balancing testing machine, and the reference mark of the tire is aligned with the zero angle of the dynamic balancing testing machine to obtain the initial imbalance data of the upper and lower correction planes.

[0017] Preferably, in step S2, the selection of the main repair plane satisfies: when When the lower correction plane is selected as the main repair plane, The upper correction plane is selected as the main repair plane.

[0018] And / or, in step S2, The available angle range of the shoulder blank area and the initial candidate angle The intersection of search windows centered on the center and rotating at least 30° clockwise and counterclockwise is used to obtain the blank area on the tire shoulder, which can avoid the tread groove area, the sidewall marking area and the structurally sensitive area within the available angle range.

[0019] And / or, in step S2, The range is 1° to 20°. It ranges from 1g to 10g. The range is 3 to 15. It ranges from 60g to 120g.

[0020] Preferably, in step S3, the mass is The temporary simulated counterweight is installed in a removable and fixed manner at the current candidate angle. The radial installation position of the temporary simulated counterweight is defined by the positioning template, so that it is in the same corrective plane position as the subsequent application position of the balancing mortar.

[0021] And / or, in step S3, the temporary simulated counterweight is any one of the following: a counterweight with removable adhesive backing, a clamp-type detachable counterweight, or a counterweight that is magnetically attached to an auxiliary fixture; the removable fixing method is any one or a combination of removable pressure-sensitive adhesive bonding, fixture clamping, or magnetic fixation.

[0022] And / or, in step S3, the positioning template includes an arc-shaped fitting base, a baseline aligned with the zero angle, a circumferential angle scale line, and a radial positioning window that defines the radial installation position. The radial positioning window is used to define the position of the temporary simulated counterweight and the balancing adhesive on the same correction plane.

[0023] Preferably, in step S4, the residual unbalance mass values ​​of both correction planes are not greater than [value missing]. At that time, the current candidate angle is determined as the optimal repair angle. And determine the current temporary simulated counterweight mass as the optimal simulated counterweight mass. ;

[0024] When the residual unbalance mass value of any correction plane is greater than When the temporary simulated counterweight is removed, and the condition is met... Update according to the following rules under the constraints. and / or Then repeat steps S3 and S4:

[0025] When moving clockwise or counterclockwise... change If the residual unbalanced mass value decreases, the next iteration will continue to change in that direction. ;

[0026] When the residual imbalance mass value increases, the next iteration reverses the change. ; and while maintaining When unchanged Increase / Decrease To further reduce the residual imbalance mass value until the acceptable threshold is met; Or reach the maximum number of iterations .

[0027] Preferably, in step S4, a larger [size / size] is first used. and Perform coarse adjustment iterations; when the residual unbalance mass value of any correction plane decreases to no higher than At that time, and Switch to smaller values ​​and continue iterating to refine the determination. and ;

[0028] And / or, the qualification determination in step S4 or step S5 shall be based on at least two consecutive dynamic balancing test results, both of which satisfy the condition that the residual unbalance mass value is not greater than [missing value]. As the final criterion for qualification.

[0029] Preferably, in step S5, the equivalent mass conversion factor The tires are pre-calibrated according to their specifications. During calibration, known masses are applied at the same position on the same calibration plane. Temporary simulated counterweight and known mass The equilibrium adhesive was determined, and the equivalent condition was that the amount of residual imbalance improvement caused by both was consistent, thus yielding:

[0030] ,

[0031] in: To calibrate the mass of a temporary simulated counterweight; To calibrate the quality of the balancing adhesive; This is the equivalent mass conversion factor.

[0032] Secondly, the present invention also provides a tire dynamic balancing repair system for implementing the method, comprising: a dynamic balancing detection module, a reference alignment module, a simulated counterweight module, a positioning template module, an iterative optimization module, and a quantitative application and curing module for adhesive; wherein the iterative optimization module is used to apply adhesive within the allowable repair angle range. Update candidate angles based on changes in residual unbalance mass under constraints With the mass of the temporary simulated counterweight and output and To provide a metered application and curing module for adhesive paste Perform a permanent repair.

[0033] Thirdly, the present invention also provides a positioning template for the method, comprising an arc-shaped fitting base, a reference line, a circumferential angle scale line, and a radial positioning window, wherein the reference line is used to align with the zero-position angle of the tire, and the circumferential angle scale line is used to indicate candidate angles. With the best repair angle The radial positioning window is used to define the position of the temporary simulated counterweight and the balancing mortar on the same correction plane.

[0034] Fourthly, the present invention also provides a tire, wherein the shoulder blank area of ​​the tire has a balancing rubber repair point, and the angle position of the balancing rubber repair point is as follows: The quality of the balanced adhesive is ,in and Determined by the method described above.

[0035] This invention transforms the repair process from the traditional one-time, heavily reliant on light application and operator experience direct application of adhesive into a data-driven, controllable optimization process by setting up a temporary simulated counterweight, dynamic balancing retest, and iterative optimization of angle / mass before permanently applying the balancing adhesive. The temporary simulated counterweight can be removed at any time and adjusted according to angle increments. With quality step size Within the allowable repair angle range By repeatedly fitting the tires internally and combining the residual imbalance changes from two adjacent tests to determine the replacement direction, the optimal repair angle can be quickly approached within the restricted shoulder blank area. With the best simulated counterweight mass Simultaneously, the positioning template ensures that the simulated counterweight and the final adhesive are positioned on the same correction plane, and an equivalent conversion factor is used. according to This invention enables precise application of adhesive, significantly reducing the risk of effective trial weight but adhesive failure, and minimizing rework and scrap due to inaccurate initial positioning. For large-size / high-aspect-ratio tires with poor compensation near the lightest point and complex dynamic balance vector coupling, this invention can locate unconventional optimal repair points that deviate from the lightest point, stabilizing residual imbalance to the acceptable threshold. Within this scope, the overall first-time repair pass rate and process consistency are improved, the waste of adhesive and labor time is reduced, and significant economic benefits are brought about. Attached Figure Description

[0036] Figure 1 This is a flowchart of the tire dynamic balancing repair method based on simulation positioning described in this invention.

[0037] Figure 2 This is a schematic diagram of the installation of a temporary simulated counterweight during the simulated repair stage of the present invention.

[0038] Figure 3 This is a graph showing the change of residual unbalanced mass with the number of iterations during the simulated positioning and repair process of the present invention in Example 1.

[0039] Figure 4 The graph shows a comparison of the residual unbalanced mass of the final inspection master plane using the traditional method and the method of this invention. Detailed Implementation

[0040] The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present invention.

[0041] I. Terminology Explanation

[0042] 1. Dynamic balancing tester: A device used to detect the imbalance of a tire while it is rotating. It can output the imbalance mass value and phase angle of each correction plane.

[0043] 2. Correction plane: The mass correction reference plane established by the dynamic balancing testing machine on both sides of the tire axis, including the upper correction plane and the lower correction plane.

[0044] 3. Zero Angle: The reference angle position used for angle measurement by the dynamic balancing testing machine, defined as... .

[0045] 4. Reference mark: A repeatable identification mark set on the tire sidewall or shoulder to align with the zero angle to ensure consistent angles in multiple retests.

[0046] 5. Phase angle: The angle of imbalance direction output by the dynamic balancing testing machine, with the zero-position angle as the reference, and the unit is... .

[0047] 6. Unbalanced mass value: The equivalent compensation mass output by the dynamic balancing machine, which represents the amount of mass that should be compensated at a certain angular position, and the unit is g.

[0048] 7. Shoulder blank area: The shoulder area is a usable area that can be used for weighting / applying adhesive, and should avoid tread grooves, marking areas and structurally sensitive areas.

[0049] 8. Allow repair of angular intervals Within the blank area of ​​the tire shoulder, a set of circumferential angles for applying temporary simulated counterweights and applying balancing adhesive is permitted.

[0050] 9. Temporary simulated counterweight: A removable counterweight used in the simulated repair phase, which can be fixed to a specified angle position on the tire by removable adhesive, clamping or magnetic auxiliary clamps.

[0051] 10. Equivalent mass conversion factor : A proportionality coefficient used to convert the mass of the temporary simulated counterweight into the mass of the final balanced adhesive coating; it is dimensionless.

[0052] II. System Structure of this Application

[0053] To implement the methods S1 to S5 described in this invention, this invention provides a system structure that can be implemented in a laboratory or on a production line. This system can be composed of hardware and software / process specifications, and preferably includes the following modules (each module can be set independently or integrated):

[0054] 1. Dynamic balancing detection module

[0055] It includes a dynamic balancing testing machine, a rotary drive mechanism, sensor components, and a data output unit, used to acquire the unbalance mass values ​​and phase angles of the upper and lower correction planes, and output them to a display or industrial control terminal. This module should meet the stability requirements when repeatedly testing the same tire.

[0056] 2. Reference Alignment and Angle Calibration Module

[0057] This module is used to align the tire reference markings with the zero-angle position of the dynamic balancing machine. It can use a zero-angle indicator line, angle scale ring, laser positioning line, or in-machine automatic alignment prompts. The purpose of this module is to ensure consistency in the angle system across multiple retests, avoiding errors in iterative direction judgment due to angle drift caused by repeated clamping.

[0058] 3. Positioning Template Module

[0059] The positioning template is preferably an arc-shaped fitting base, comprising: a baseline, circumferential angle scale lines, and a radial positioning window. The baseline is used for alignment with tire reference marks; the circumferential angle scale lines are used for reading candidate angles. And record the best angle The radial positioning window is used to ensure that the radial installation position of the temporary simulated counterweight and the final adhesive is consistent, so that they are in the same position on the correction plane, thereby reducing the risk that the simulation is effective but the adhesive application fails.

[0060] 4. Simulated counterweight module

[0061] This includes a temporary simulated counterweight mass assembly kit and removable fixing accessories. The mass assembly kit can be made by... g、 g、 g、 Standard blocks of type g are assembled to form the target mass. It achieves reversible fixation through removable adhesive, clamping structures, or magnetic auxiliary clamps. This module should support rapid assembly / disassembly and quick quality changes to improve iteration efficiency.

[0062] 5. Iterative Optimization Module

[0063] It can be industrial PC / tablet software, or a standard operating procedure manual for manual execution. Its core function is: inputting the residual imbalance data for each test, and then processing it according to a preset step size. , Threshold Upper limit of iteration The system uses parameters such as these to provide suggestions for updating the candidate angles and quality for the next iteration, until the qualification conditions are met or the iteration limit is reached.

[0064] 6. Adhesive metering and curing module

[0065] Includes a glue weighing device (electronic scale), a metering dispensing device or scraper, and a curing condition control unit (room temperature or heat curing). Used for calculating mass. Apply the balancing adhesive at the optimal angle and allow it to cure, then perform a final inspection.

[0066] 7. Data Recording and Traceability Module (Optional but Recommended)

[0067] Used to record tire specifications, initial data, and each iteration. With residual data, final and Adhesive quality and final inspection data, for subsequent It provides a basis for calibration, parameter optimization, and quality traceability.

[0068] The above system structure can directly support the implementation of the method of the present invention: dynamic balance detection provides quantitative feedback, positioning template ensures that the angle and radial direction are consistent, simulated counterweight provides reversible trial and error capability, iterative optimization module provides executable closed-loop rules, and adhesive quantitative and curing module transforms the optimal result into permanent repair.

[0069] III. Specific Technical Route for Implementing the Method of the Invention

[0070] Reference Figure 1 The technical approach of this invention can be summarized as follows:

[0071] S1, Obtain initial imbalance data and establish a unified angle benchmark;

[0072] S2, Determine the main repair plane and construct the allowable repair angle range. With the iterative parameter set;

[0073] S3, in A removable temporary simulated counterweight is applied to the candidate angle while ensuring radial consistency;

[0074] S4, retest the residual imbalanced data and iteratively update the candidate angles and quality according to the rules until the threshold is met or the iteration limit is reached;

[0075] S5. Apply the balancing adhesive at the optimal angle according to the equivalent conversion mass and let it cure. Finally, check and confirm that it is qualified.

[0076] Among them, S2 to S4 constitute the core closed loop that makes the greatest contribution to the inventiveness of this invention: it is not a one-time application of adhesive, but rather a reversible process of multiple rounds of verification before permanent repair, and it approaches the optimal point in the confined area. Furthermore, the consistency between the simulation results and the permanent repair is ensured through the positioning template and conversion coefficient.

[0077] IV. Specific Implementation Methods

[0078] The specific implementation method is described step by step from S1 to S5 below. To facilitate implementation, the paper provides optional preferred parameter ranges, operational details, and exception handling and recording methods, so that those skilled in the art can implement it without creative effort.

[0079] 4.1 Step S1, Initial Dynamic Balance Detection

[0080] 1) Tire clamping and pretreatment

[0081] Install the tire to be repaired onto the spindle of the dynamic balancing machine and clamp it according to the equipment instructions. To reduce measurement noise, it is preferable to perform a simple cleaning of the tire shoulder and sidewall surfaces to remove dust, water stains, or oil, and to prevent slippage or adhering substances from affecting the weight fit and angle recognition.

[0082] 2) Align the reference mark with the zero angle.

[0083] Select a repeatable reference mark on the tire sidewall (this can be a factory mark, barcode location, or manual mark), and align it with the zero angle of the dynamic balancing machine. Alignment methods can be as follows:

[0084] Align the equipment zero-position indicator line with the reference mark; or

[0085] Align the laser positioning line with the reference mark; or

[0086] Alignment is indirectly achieved by attaching the positioning template baseline and aligning it with the baseline mark.

[0087] This alignment operation ensures that the angle system is consistent in subsequent retests, preventing the iteration process from failing due to angle drift.

[0088] 4) Initial detection and data acquisition

[0089] Start the testing machine to complete one test and obtain:

[0090] Initial unbalanced mass value of the upper correction plane With phase angle ;

[0091] Initial unbalanced mass value of the lower correction plane With phase angle .

[0092] in: The unit is g. Units are The above data should be recorded in a data table for subsequent selection of the primary repair plane and initialization of candidate angles.

[0093] 5) Consistency retest (optional)

[0094] If the production cycle allows, a second inspection can be performed on the same tire. If the difference in unbalanced mass on the same plane between the two inspections exceeds a preset range (e.g., ...), ... (g) Check the concentricity of the clamping, the alignment of the clamping force with the reference, and re-clamp and retest if necessary to ensure the reliability of the S1 data.

[0095] 4.2 Step S2: Establish the simulation positioning parameter set and determine the main repair plane.

[0096] The goal of step S2 is to establish executable search and iteration rules within the limited shoulder blank area, so that the subsequent weight trial in S3 and S4 is not blind trial and error, but a systematic optimization process with constraints, step size, threshold and stopping conditions.

[0097] 1. Determination of the main repair plane

[0098] Compare and The plane corresponding to the larger imbalance mass value is designated as the primary repair plane. The following rule can be adopted:

[0099] when At that time, the main repair plane is the lower correction plane;

[0100] when At that time, the main repair plane is the upper correction plane.

[0101] The engineering significance of this rule lies in prioritizing rapid convergence on the main contribution plane, thereby achieving significant improvement within a finite number of iterations; at the same time, it provides a foundation for possible subsequent biplane collaborative repair.

[0102] 2. Allowed to repair angular intervals Construction

[0103] Reference Figure 2 Select a blank area on the tire shoulder of the main repair plane, avoiding: tread grooves, sidewall markings, barcode / QR code areas, and structurally sensitive areas. Map this available area to a set of circumferential angles, defining it as the allowable repair angle range. .

[0104] It can be a single continuous interval, for example ;

[0105] It can also be the union of multiple discontinuous intervals, for example... .

[0106] In practice, The available windows can be directly identified using a positioning template, and the operator only needs to select the angle within the window. This constraint ensures that the optimization process of this invention meets the requirements for appearance and structural safety, avoiding ineffectiveness or risk caused by trial weighting in unusable areas.

[0107] 3. Setting the Iteration Parameter Set

[0108] To ensure that the iterative process is auditable, repeatable, and traceable, the following parameters are set:

[0109] Angle step size : The minimum angle increment used to update candidate angles, in degrees;

[0110] Quality step size : The minimum mass increment used to update the simulated counterweight mass, in grams;

[0111] Qualified threshold : The upper limit of the allowable residual unbalanced mass, in grams;

[0112] Maximum number of iterations The maximum number of times the S3–S4 loop is allowed to execute;

[0113] Initial candidate angle : as a candidate angle for the first trial weight adjustment.

[0114] Preferably, and Adopt a coarse-to-fine strategy:

[0115] The coarse adjustment stage uses a larger step size (e.g.) , g) To approximate rapidly;

[0116] When the residual imbalance is close to the threshold (e.g., not higher than) When switching to fine-tuning step size (e.g.) , g) To improve the final accuracy.

[0117] 4. Initial candidate angles The determination

[0118] The compensation direction can be determined based on the output of the dynamic balancing testing machine. Considering that different equipment may have different definitions of the phase angle, it is preferable to use the angle suggested by the equipment or obtain the compensation angle according to the company's unified conversion rules. To ensure consistency, a fixed definition method should be used on the same production line and written into the work instructions.

[0119] In an optional implementation, it can be Set as the phase angle corresponding to the main repair plane Opposite angle:

[0120] ;

[0121] in:

[0122] These are the initial candidate angles, in degrees.

[0123] Initial phase angle of the primary repair plane, in degrees;

[0124] This indicates that the angle is normalized to .

[0125] (If the equipment has already provided the compensation angle, this conversion is not necessary; you only need to ensure that subsequent retests are always compared within the same angle system.)

[0126] 5. Equivalent mass conversion factor The determination

[0127] To ensure consistency in effect between the temporary simulated counterweight and the final adhesive compensation, this invention introduces... Preferably, the tires are pre-calibrated according to their specifications. At the same point of application on the same correction plane, apply known masses respectively Temporary counterweight and known mass The adhesive is adjusted to match the amount of residual imbalance improvement caused by both factors, thus yielding:

[0128] ;

[0129] in: This is the equivalent mass conversion factor, dimensionless; The mass of the adhesive used for calibration is expressed in grams (g). The mass of the temporary simulated counterweight used for calibration is expressed in grams (g).

[0130] In the early stages of process validation, it is also possible to... As initial values, they will be adjusted according to specifications after data accumulation. However, regardless of the method used, the final repair phase must be carried out according to... The converted Compared with the simulation phase They have a consistent engineering meaning.

[0131] 4.3 Step S3, Simulate the application of counterweight

[0132] The core of step S3 lies in applying a removable temporary simulated counterweight at the candidate angle location and ensuring its radial position aligns with the final adhesive position using a positioning template. This step directly determines whether the simulation results can be reliably transferred to permanent repair.

[0133] 1. Positioning template installation and angle reading

[0134] The curved base of the positioning template is fitted onto the blank area of ​​the tire shoulder on the main repair plane, aligning the template's baseline with the tire's reference mark, thus establishing the template's... The angle is consistent with the zero-point angle of the dynamic balancing testing machine. The operator can then read the candidate angle on the template scale. And then attach and position it.

[0135] Preferably, an available window indicator is set on the template to ensure... Avoid going beyond the blank area on the tire shoulder.

[0136] 2. Temporary simulation of the counterweight mass Composition and verification

[0137] Based on the mass step size set in S2 Based on the initial quality strategy, select or assemble to achieve the target quality. For example: using g block and g block Assembled g.

[0138] To ensure repeatability, it is preferable to randomly check the total assembly mass using an electronic scale before attachment, or to use a system of coded standard blocks to ensure... The error is within an acceptable range (e.g.) (within g).

[0139] 3. Removable fixing method and surface treatment

[0140] The temporary simulated counterweight can be fixed in any of the following ways:

[0141] Removable adhesive backing: Clean the tire shoulder surface with a non-woven cloth before application, and wipe with alcohol if necessary and let it dry; after application, press lightly with a roller. to Ensures a perfect fit in seconds;

[0142] Clamping type fixing: Use arc-shaped clamps to clamp and lock the tire shoulder edge;

[0143] Magnetic auxiliary clamp: The counterweight is attracted and positioned by an auxiliary clamp with magnetic components.

[0144] It should be ensured that: the appearance of the tire tread / shoulder is not damaged during removal, no hard-to-remove adhesive residue is left, and no relative slippage occurs during the fixing period.

[0145] 4. Radial Consistency Control

[0146] Reference Figure 2 The temporary simulated counterweight should be placed within the radial positioning window of the positioning template, ensuring its radial height aligns with the subsequent adhesive application position. This is because different radial positions of the counterweight on the tire cross-section result in different equivalent action arms, leading to varying compensation effects for the same mass. If S3 does not control radial consistency, the simulation may reach a threshold, but the final adhesive application may deviate from that threshold.

[0147] Therefore, the preferred provision is:

[0148] The center point of the temporary simulated counterweight must fall within the radial positioning window;

[0149] The final application of adhesive must also be done within the same window;

[0150] If there is insufficient space within the window, constraint lines with the same length and width can be used to ensure that their positions coincide or are equivalent.

[0151] 4.4 Step S4: Closed-loop verification and iterative optimization

[0152] Step S4 is the core inventive step of this invention. This step transforms the traditional one-time repair into a reversible closed loop: residual imbalance data is obtained through dynamic balancing retesting, and then candidate angles and qualities are updated based on the trends of adjacent changes, making the optimization process change from relying on experience and chance to a regular approximation. To enable those skilled in the art to implement it directly, a set of practical iteration rules, anomaly handling, and recording methods are provided below.

[0153] 1. Acquisition and recording of residual imbalance data

[0154] After attaching the temporary simulated counterweight in step S3, the tires (keeping them in the same clamping position as much as possible) are dynamically balanced to obtain the following results:

[0155] Residual unbalance mass of upper correction plane With residual phase angle ;

[0156] Residual unbalance mass in the lower correction plane With residual phase angle .

[0157] To facilitate standardized judgment, a residual evaluation quantity can be defined. The maximum value of the residual mass of the two planes:

[0158] ;

[0159] in: Residual evaluation quantity, in grams; , These are the residual unbalance masses of the upper and lower correction planes, respectively, in grams; This indicates taking the maximum value.

[0160] The advantage of using the maximum value as the evaluation metric is that it ensures that both planes meet the threshold requirements, avoiding a situation where one plane is qualified but the other plane still exceeds the standard.

[0161] Each iteration The following items should be recorded:

[0162] Candidate Angles Simulation quality ;

[0163] Residual data , , ;

[0164] If an angle trial is performed, record the trial direction (clockwise / counterclockwise) and the trial step size. .

[0165] This record can be used for subsequent review and efficiency improvement, and can also be used to establish a specification-initial value database.

[0166] 2. Qualification Criteria and Optimal Output

[0167] When the test results meet:

[0168] and ,

[0169] If the threshold is considered met, the output will be:

[0170] Optimal repair angle ;

[0171] Optimal simulated counterweight mass .

[0172] It is also recommended to perform a stability retest: without changing... and If the conditions are met, the test is performed again. If both tests meet the threshold, the optimal result is confirmed, in order to reduce false pass rates caused by accidental measurement fluctuations.

[0173] 3. Overall Iterative Optimization Strategy: From Angle to Quality, From Coarse to Fine

[0174] when Then proceed with the iteration. A strategy of prioritizing angle adjustment over quality adjustment is preferred because most failures stem from inaccurate angle adjustments at the repair point; once the angle is close to optimal, fine-tuning the quality adjustment makes convergence easier.

[0175] Angle optimization stage: fixed ,exist Internal search is better ;

[0176] Quality optimization phase: Fixed ,according to renew ;

[0177] From coarse to fine: start with the larger ones , The algorithm quickly approximates the threshold, then switches to finer steps when it approaches the threshold.

[0178] 4. Angle Update Rules

[0179] To avoid arbitrary adjustments, this invention solidifies the angle update rules into executable logic. This is set to occur in a certain iteration. The candidate angles are The quality is The corresponding residual evaluation value is When probing for an angle, it must be performed at least once. or The trial and retest were conducted to compare the changes in residual evaluation values.

[0180] Defineable improvement amount for:

[0181] ;

[0182] in: To iterate arrive The amount of improvement, in grams; For iteration The residual evaluation quantity, in grams; For iteration The residual evaluation quantity, in grams.

[0183] The rules for determining angle and direction can be as follows:

[0184] If you find it by trying in a clockwise direction (i.e., residual decrease), then the next update will continue in a clockwise direction. If you can get it by trying clockwise... (i.e., residual increase), then the next update will be counterclockwise. ;vice versa.

[0185] To process In the case of multiple intervals, when the updated Falling In other cases, it is preferable to adopt any of the following strategies:

[0186] 1) Proximity projection strategy: Adjust to the nearest Boundary angle;

[0187] 2) Interval jump strategy: If the boundary of a certain interval has been reached, switch to the next interval for searching;

[0188] 3) Reverse rollback strategy: Update in reverse after reaching the boundary to avoid probing unusable areas. This strategy should be fixed in the work instructions to ensure consistency.

[0189] 5. Quality Update Rules

[0190] After the angle has been updated several times Significantly decreased and approaching However, if it is still slightly above the threshold, it is preferable to proceed to quality optimization. Maintain... Unchanged, according to quality step size renew :

[0191] If increase back If it decreases, it will continue to increase;

[0192] If increase back An increase indicates potential overcompensation; a reduction is recommended. ;

[0193] like The changes are very small, and can Switch from coarse adjustment step size to fine adjustment step size for precise fine-tuning.

[0194] To prevent misjudgments caused by measurement noise, it is preferable to perform a repeated test before and after the quality update, and compare the two averages or stable values; alternatively, a minimum significant improvement threshold can be set, for example, when If the difference is not significant at time g, a smaller step size or repeated measurements should be used.

[0195] 6. Iteration Limits and Exception Handling

[0196] Set the maximum number of iterations. Used to control working hours and cycle time. When the number of iterations reaches... Still not satisfied In such cases, it is preferable to process the data as follows:

[0197] Strategy 1: Expand the search window: Expand the search window without violating appearance and structural safety constraints. Continue iterating;

[0198] Strategy 2: Switch step size: , Reduce the size of the search to avoid the coarse step size from crossing the optimal point;

[0199] Strategy 3: Dual-plane collaboration (optional implementation): When both planes significantly exceed the standard, after obtaining a better advantage in the main plane, a small mass compensation is added to the secondary plane and the test is repeated; at this time, the reversible simulation-retest-iteration approach of the present invention can still be used, only the variables are expanded from a single plane to a dual plane.

[0200] Strategy 4: Determine if it is unrepairable: If the threshold cannot be reached within the allowed area and number of iterations, the tire can be transferred to further process evaluation or scrapping process.

[0201] 7. Angle reference locking and repeatability guarantee

[0202] The effectiveness of the closed-loop test in step S4 depends on the consistency of the angular reference. Therefore: before each retest, confirm that the reference mark is consistent with the zero angle; if the tire is removed and installed on the testing machine, S1 alignment should be performed again; use an erasable mark on the positioning template to record the current position. and To reduce reading errors, it is preferable to keep the positioning template in contact throughout the simulation phase to avoid relative slippage of the template.

[0203] The above measures enable those skilled in the art to stably execute closed-loop iterations under laboratory or production line conditions and repeatedly obtain similar optimal results.

[0204] Step 4.5 S5, Permanent Repair Execution and Termination

[0205] The goal of step S5 is to reliably convert the optimal angle and optimal simulation quality obtained in step S4 into permanent adhesive repair, and to form a closed loop through final inspection.

[0206] 1. Remove temporary simulated counterweights and surface treatment.

[0207] Remove the temporary simulated counterweight from Remove the tire, clean any remaining removable adhesive (if any), and keep the surface dry and clean. If using a clamp or magnetic attachment method, check the tire shoulder surface for scratches.

[0208] 2. Conversion of adhesive paste quality and quantitative application

[0209] Based on equivalent mass conversion factor To achieve the best simulation quality Converted to adhesive mass :

[0210] ;

[0211] in: To ensure even application of the adhesive, the unit is g; This is the equivalent mass conversion factor, dimensionless; The optimal simulated counterweight mass is expressed in grams (g).

[0212] It is preferable to use an electronic scale to weigh the adhesive paste. Alternatively, a metered dispensing device can be used to output the corresponding quality. The application position should be within the radial positioning window of the positioning template, and the angle should be aligned. The scale lines are used to ensure consistency with the position of action during the simulation phase.

[0213] 3. Curing and Final Inspection

[0214] Curing should be performed according to the adhesive material instructions. After curing, the tire should be remounted on the dynamic balancing machine and aligned with the reference marks. A final inspection should be performed to obtain the residual imbalance mass between the two planes. If the final inspection meets the following requirements:

[0215] The residual unbalance mass of both the upper and lower correction planes is no greater than [value missing]. If so, the repair is considered complete;

[0216] If the conditions are not met, backtracking is preferred:

[0217] Check if the angle is off (whether the template has slipped or if the alignment is consistent);

[0218] Is there any deviation in the quality of the adhesive paste (weighing error, residual loss)?

[0219] Does it need to be modified according to specifications?

[0220] If necessary, a second simulation positioning can be performed in S2–S4 to achieve accurate remediation. However, the second remediation should still be performed within the available area and excessive superposition compensation should be avoided.

[0221] V. Specific Application Examples

[0222] To demonstrate the technical effectiveness of the tire dynamic balancing repair method based on simulation positioning of the present invention, this application is in accordance with Figure 1 The S1–S5 process is shown, and follows the instructions. Figure 2 As shown, temporary simulated counterweights were attached to the blank area of ​​the tire shoulder, and multiple sets of repair tests were conducted on a laboratory dynamic balancing verification line. The test focused on verifying whether, before permanently applying the balancing adhesive, the optimal repair angle and compensation quality could be stably found within the limited usable area through removable temporary counterweights, retesting, and iterative optimization, thereby improving the first-time repair success rate and reducing adhesive waste and scrap.

[0223] 1. Test conditions and general settings

[0224] 1) Test sample

[0225] Tire specifications: LT235 / 85R16 (SL369 series) finished tire;

[0226] Sample source: Tires from the same batch of finished products that were identified as having excessive dynamic balance and requiring repair during dynamic balance screening.

[0227] 2) Main equipment and tooling

[0228] Dynamic balancing testing machine: mass resolution 0.1g, angular resolution 1°;

[0229] Temporary simulated counterweight: Removable adhesive-backed counterweight, with mass combination units of 1g, 2g, 5g, and 10g;

[0230] Positioning template: Arc-shaped fitting template, including a 0° baseline, circumferential angle scale (5° scale) and radial positioning window (used to ensure that the temporary counterweight and adhesive are in the same position).

[0231] Balancing adhesive: DB balancing adhesive, cure at room temperature for 6 hours (or follow the material instructions).

[0232] 3) General process parameters

[0233] Pass threshold: (Upper limit of residual unbalanced mass in a single plane).

[0234] Maximum number of iterations: ;

[0235] Angle step size: coarse adjustment fine-tuning ;

[0236] Quality step size: coarse adjustment fine-tuning ;

[0237] Equivalent mass conversion factor: (The initial calibration values ​​used in this group of tests were taken at the same radial window and the same position of the calibration plane.)

[0238] 4) Commonly used calculation indicators

[0239] To visually reflect the overall improvement before and after restoration, a comprehensive imbalance index is defined: in: For the comprehensive imbalance index (g); , These are the unbalanced mass values ​​(g) of the upper and lower correction planes, respectively.

[0240] 2. Example 1

[0241] Sample number: E1 (LT235 / 85R16)

[0242] 1) Initial dynamic balance test of S1

[0243] After aligning the reference mark with the zero angle, the following checks were performed:

[0244] Upper correction plane: , ;

[0245] Lower correction plane: , ;

[0246] Overall Indicators: (rounding).

[0247] 2) S2 parameter set and allowable angle interval

[0248] Main repair plane: Lower correction plane (because) );

[0249] Allowable repair angle range Union of two usable intervals within the blank area on the tire shoulder: ;

[0250] Initial candidate angles: Take the device's compensation direction indicator (located near the tap), and ensure... .

[0251] 3) S3–S4 Simulated Counterweight and Iterative Optimization

[0252] The temporary counterweight is fixed using the radial positioning window of the positioning template, ensuring it is in the same position as the subsequent adhesive application location; candidate angles are recorded at each iteration. Counterweight mass and residual imbalance.

[0253] Table 1E1 Sample Iteration Record

[0254]

[0255] As can be seen from Table 1: Applying additional weight near the lightest point provides limited improvement; when the angle is... Adjust counterclockwise approximately The residual value decreased significantly afterward, further reducing the likelihood of further decline. After increasing the weight from 30g to 40g, the residual weight on the lower surface decreased to 85.7g, which meets the requirements. .

[0256] Therefore, the optimal repair angle is determined to be: The angle corresponds to approximately 90° counterclockwise; optimal simulation quality: .

[0257] 4) S5 Permanent Repair and Final Inspection

[0258] Conversion of adhesive quality:

[0259] ;

[0260] in: The mass of the adhesive coating (g) is the weight of the adhesive coating. Equivalent mass conversion factor (dimensionless, in this example) ); The optimal simulation mass (g, 40g in this example) is used. Therefore, in this example... .

[0261] Final inspection after curing:

[0262] Residual on the upper plane: ;

[0263] Lower plane residue: ;

[0264] .

[0265] Both surfaces weigh ≤90g, and the repair is considered successful after one attempt.

[0266] V. Comparative Example 1

[0267] For comparative verification, this comparative example uses 6 tires (numbered C1–C6) of the same specification, batch, and with similar initial exceedance levels. Only the following procedure is performed: after the S1 test, apply adhesive directly to the light point / suggested angle indicated by the dynamic balancing machine in one go (quality based on experience or equipment recommendations), and perform a final inspection after curing; the reversible simulated counterweight, angle interval restricted search, and closed-loop iteration of this invention are not introduced.

[0268] Table 2 Results of Comparative Example Group C (Traditional Method)

[0269]

[0270] First-pass yield using traditional methods: .

[0271] Comparative conclusion: Under the conditions of this specification and batch, the traditional method of applying adhesive to light-sensitive areas in one go is still difficult to achieve the standard for some tires, and there is a significant risk of irreversible failure.

[0272] VI. Statistical Comparison Between Groups

[0273] The following results were obtained by statistically comparing the example group with the comparative example group (C1–C6, conventional method):

[0274] Table 3 Statistical Comparison (n=6 / group)

[0275]

[0276] Statistical conclusions and summary of technical effects:

[0277] 1) The method of this invention achieves reversible simulation of counterweights + retesting + iterative optimization in... Internal locking and This significantly improves the first-time repair pass rate;

[0278] 2) This invention can locate unconventional optimal points that deviate from the light point (such as E1 approximately counterclockwise). This solves the problem that the lightest point is not necessarily the optimal compensation point in complex unbalanced situations using traditional methods;

[0279] 3) Ensure the same correction plane is applied using the positioning template, and follow the... Applying adhesive in precise quantities allows simulation results to be reliably transferred to permanent repairs, reducing the risk of rework and scrap.

[0280] 4) From the perspective of materials and costs, this invention avoids the irreversible waste of adhesive after a single failure in the traditional method, comprehensively reduces adhesive consumption and scrap losses, and brings significant economic benefits.

[0281] The foregoing description of embodiments of the present invention, through which those skilled in the art are able to implement or use the present invention, will be readily apparent to those skilled in the art. Various modifications to these embodiments will be readily apparent to those skilled in the art. The general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novelty disclosed herein.

Claims

1. A tire dynamic balancing repair method based on simulation positioning, characterized in that, The method includes the following steps: S1, Perform dynamic balancing on the tire to be repaired to obtain the initial imbalance mass between the upper and lower correction planes. (g) and phase angle (°); S2, Select The larger plane corresponds to the primary repair plane, and the allowable angle range is determined in the shoulder blank area. And set the angle step size. Quality step size Qualified threshold With the upper limit of iteration Determine the initial candidate angle ; S3, in Within the candidate angle Removable installation quality The temporary simulated counterweight block is positioned so that its radial position is consistent with the position where the adhesive is applied, as defined by the positioning template. S4, remeasure the residual unbalanced mass. If the residual mass in both planes is ≤ Then determine the optimal repair angle. With optimal counterweight mass Otherwise, based on the residual changes between two consecutive intervals... renew and / or with renew Iterate until it is qualified or reaches the standard. ; S5, Remove the temporary simulated counterweight at the optimal repair angle. Apply and cure the balancing adhesive to the corresponding blank area on the tire shoulder. The quality of the balancing adhesive application is important. The optimal simulated counterweight mass Conversion factor based on equivalent mass The conversion yields the following result: ,in This is the equivalent mass conversion factor.

2. The method according to claim 1, characterized in that, In step S1, the tire to be repaired is installed on the dynamic balancing testing machine, and the reference mark of the tire is aligned with the zero angle of the dynamic balancing testing machine to obtain the initial imbalance data of the upper and lower correction planes.

3. The method according to claim 1, characterized in that, In step S2, the selection of the primary repair plane satisfies: when When the lower correction plane is selected as the main repair plane, The upper correction plane is selected as the main repair plane. And / or, in step S2, The available angle range of the shoulder blank area and the initial candidate angle The intersection of search windows centered on the center and rotating at least 30° clockwise and counterclockwise is used to obtain the blank area on the tire shoulder, which can avoid the tread groove area, the sidewall marking area and the structurally sensitive area within the available angle range. And / or, in step S2, The range is 1° to 20°. It ranges from 1g to 10g. The range is 3 to 15. It ranges from 60g to 120g.

4. The method according to claim 1, characterized in that, In step S3, the mass is The temporary simulated counterweight is installed in a removable and fixed manner at the current candidate angle. The radial installation position of the temporary simulated counterweight is defined by the positioning template, so that it is in the same corrective plane position as the subsequent application position of the balancing mortar. And / or, in step S3, the temporary simulated counterweight is any one of the following: a counterweight with removable adhesive backing, a clamp-type detachable counterweight, or a counterweight that is magnetically attached to an auxiliary fixture; the removable fixing method is any one or a combination of removable pressure-sensitive adhesive bonding, fixture clamping, or magnetic fixation. And / or, in step S3, the positioning template includes an arc-shaped fitting base, a baseline aligned with the zero angle, a circumferential angle scale line, and a radial positioning window that defines the radial installation position. The radial positioning window is used to define the position of the temporary simulated counterweight and the balancing adhesive on the same correction plane.

5. The method according to claim 1, characterized in that, In step S4, when the residual unbalance mass values ​​of both correction planes are not greater than... At that time, the current candidate angle is determined as the optimal repair angle. And determine the current temporary simulated counterweight mass as the optimal simulated counterweight mass. ; When the residual unbalance mass value of any correction plane is greater than When the temporary simulated counterweight is removed, and the condition is met... Update according to the following rules under the constraints. and / or Then repeat steps S3 and S4: When moving clockwise or counterclockwise... change If the residual unbalanced mass value decreases, the next iteration will continue to change in that direction. ; When the residual imbalance mass value increases, the next iteration reverses the change. ; and while maintaining When unchanged Increase / Decrease To further reduce the residual imbalance mass value until the acceptable threshold is met; Or reach the maximum number of iterations .

6. The method according to claim 5, characterized in that, In step S4, first use a larger one and Perform coarse adjustment iterations; when the residual unbalance mass value of any correction plane decreases to no higher than At that time, and Switch to smaller values ​​and continue iterating to refine the determination. and ; And / or, the qualification determination in step S4 or step S5 shall be based on at least two consecutive dynamic balancing test results, both of which satisfy the condition that the residual unbalance mass value is not greater than [missing value]. As the final criterion for qualification.

7. The method according to claim 1, characterized in that, In step S5, the equivalent mass conversion factor The tires are pre-calibrated according to their specifications. During calibration, known masses are applied at the same position on the same calibration plane. Temporary simulated counterweight and known mass The equilibrium adhesive was determined, and the equivalent condition was that the amount of residual imbalance improvement caused by both was consistent, thus yielding: ， in: To calibrate the mass of a temporary simulated counterweight; To calibrate the quality of the balancing adhesive; This is the equivalent mass conversion factor.

8. A tire dynamic balancing repair system for implementing the method according to any one of claims 1 to 7, characterized in that, include: The module includes a dynamic balance detection module, a benchmark alignment module, a simulated counterweight module, a positioning template module, an iterative optimization module, and a quantitative application and curing module for adhesive paste. The iterative optimization module is used to optimize the angle within the allowable repair range. Update candidate angles based on changes in residual unbalance mass under constraints With the mass of the temporary simulated counterweight and output and To provide a metered application and curing module for adhesive paste Perform a permanent repair.

9. A positioning template for use in the method according to any one of claims 1 to 7, characterized in that, It includes an arc-shaped fitting base, a reference line, circumferential angle scale lines, and a radial positioning window. The reference line is used to align with the tire's zero-angle, and the circumferential angle scale lines are used to indicate candidate angles. With the best repair angle The radial positioning window is used to define the position of the temporary simulated counterweight and the balancing mortar on the same correction plane.

10. A tire, characterized in that, The tire shoulder blank area has balancing rubber repair points, and the angle position of the balancing rubber repair points is as follows: The quality of the balanced adhesive is ,in and Determined by the method described in any one of claims 1 to 7.

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