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22대 대한민국 국회 국회정보길라잡이 국회의원검색
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정보검색

소장정보 검색

국회도서관 홈으로 정보검색 소장정보 검색
결과 내 검색 동의어 포함
결과 내 검색 동의어 포함

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1. 서론 9

1.1. 연구 배경 및 목적 9

1.2. 연구 동향 11

1.3. 연구내용 및 개요 12

2. 이론적 배경 15

2.1. 타이어 유니포미티 15

2.1.1. 강성 편차 16

2.1.2. 치수 편차 18

2.1.3. 중량 편차 19

2.2. 푸리에 변환 21

2.3. 벡터 연산 22

3. 시험조건 및 시험방법 23

3.1. 시험규격 및 조건설정 23

3.2. 요소분할 시험 25

3.3. 매치 마운팅 시뮬레이션 26

4. 결과 및 고찰 35

4.1. 알로이 휠 + 17인치 타이어 36

4.2. 스틸 휠 + 15인치 타이어 41

5. 결론 46

참고 문헌 47

ABSTRACT 48

표목차

Table 1.1. Radial Force According to Rim Width 14

Table 3.1. Tire, Wheel Condition 23

Table 3.2. Pearson's R of Wheel 26

Table 3.3. Alloy Wheel Regression Analysis 28

Table 3.4. Alloy Wheel Variance Analysis 28

Table 3.5. Steel Wheel Regression Analysis 32

Table 3.6. Steel Wheel Variance Analysis 32

Table 4.1. Cancelling Simulation Result (Alloy Wheel+17inch Tire) 36

Table 4.2. RFV Improvement Effect_Alloy Wheel+17inch Tire_#1 37

Table 4.3. RFV Improvement Effect_Alloy Wheel+17inch Tire_#2 38

Table 4.4. RFV Improvement Effect_Alloy Wheel+17inch_#3 39

Table 4.5. RFV Improvement Effect_Alloy Wheel+17inch_#4 40

Table 4.6. Cancelling Simulation Result (Steel Wheel+15inch Tire) 41

Table 4.7. RFV Improvement Effect_Steel Wheel+15inch_#1 42

Table 4.8. RFV Improvement Effect_Steel Wheel+15inch_#2 43

Table 4.9. RFV Improvement Effect_Steel Wheel+15inch_#3 44

Table 4.10. RFV Improvement Effect_Steel Wheel+15inch_#4 45

그림목차

Fig. 1.1. KV Correlation According to O.D 14

Fig. 2.1. Force Variation 16

Fig. 2.2. Static and Dynamic Imbalance 19

Fig. 2.3. Vector Operation 22

Fig. 3.1. Wheel Runout Machine 24

Fig. 3.2. Element Partitioning Test Method 25

Fig. 3.3. Force Variation vs. Runout of Alloy Wheel 27

Fig. 3.4. RFV vs. RRO+LRO of Alloy Wheel_#1 29

Fig. 3.5. RFV vs. RRO+LRO of Alloy Wheel_#2 29

Fig. 3.6. RFV vs. RRO+LRO of Alloy Wheel_#3 30

Fig. 3.7. RFV vs. RRO+LRO of Alloy Wheel_#4 30

Fig. 3.8. RFV vs. RRO+LRO of Steel Wheel 31

Fig. 3.9. RFV vs. RRO+LRO of Steel Wheel_#1 33

Fig. 3.10. RFV vs. RRO+LRO of Steel Wheel_#2 33

Fig. 3.11. RFV vs. RRO+LRO of Steel Wheel_#3 34

Fig. 3.12. RFV vs. RRO+LRO of Steel Wheel_#4 34

Fig. 4.1. RFV Waveform Compare_Alloy Wheel+17inch Tire_#1 37

Fig. 4.2. RFV Waveform Compare_Alloy Wheel+17inch_#2 38

Fig. 4.3. RFV Waveform Compare_Alloy Wheel+17inch_#3 39

Fig. 4.4. RFV Waveform Compare_Alloy Wheel+17inch_#4 40

Fig. 4.5. RFV Waveform Compare_Steel Wheel+15inch_#1 42

Fig. 4.6. RFV Waveform Compare_Steel Wheel+15inch_#2 43

Fig. 4.7. RFV Waveform Compare_Steel Wheel+15inch_#3 44

Fig. 4.8. RFV Waveform Compare_Steel Wheel+15inch_#4 45

초록보기

 When it comes to match mounting a tire to a wheel, align the tire's high point on the radial force first harmonic to the wheel's low point on the radial runout first harmonic.

However, as there are still reject cases, I tried to reduce these cases using lateral runout data while match mounting to improve an assembled wheel's uniformity.

The reason why I brought LRO to my study is that, I expected the lateral force is somewhat related to the radial force. So, I have experimented and found out that the rim width, which is related to the lateral force, effects radial diameter. To create a equation between RRO and LRO, I performed a regression analysis to deduct a correlation coefficient. I used two different methods to confirm the simulated data and actual data. The first method is to match combining RRO with LRO, pointing out one of the lower points. The second one is to match adjusting a wheel five degrees at a time throughout the circumferential direction. I found out the two methods generally show better results than existing ones. The first method is a little better or similar to the existing methods, whereas the second one creates concrete improvement throughout all eight test groups.

The reason for the specific 'risen case' while the first method was being implemented was that the wheel and tire's wave energy was added from other points during the matching process between the high and low points. This could happen when the second harmonic is on a larger scale. Hence, to get the consistently better results, the circumferential direction should be factored in while match mounting process. However, as it is impossible to secure a tire and a wheel's wave forms and match, I suggest the first method with a little bit of a modification : matching a wheel's low point on the radial runout first harmonic with LRO taken into account.

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