Abrading – Precision device or process - or with condition responsive... – With indicating
Patent
1998-10-28
2000-10-31
Eley, Timothy V.
Abrading
Precision device or process - or with condition responsive...
With indicating
451 11, 451 49, 451254, 451258, B24B 4900
Patent
active
061394017
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
This invention relates to the field of pneumatic tire balancing, and more particularly, to a method for correcting the balance of pneumatic tires using a tire uniformity machine.
BACKGROUND OF THE INVENTION
In the art of manufacturing pneumatic tires, rubber flow in the mold or minor differences in the dimensions of the belts, beads, liners, treads, plies of rubberized cords, etc., sometimes cause non-uniformities in the final tire. When non-uniformities are of sufficient magnitude, they will cause a tire to be imbalanced. Regardless of its cause, when the imbalance exceeds an acceptable maximum amount, the ride of the vehicle to which such an imbalanced tire is mounted will be adversely affected.
Essentially, two separate physical phenomena contribute to the imbalance of a tire, static imbalance and couple imbalance. Static imbalance is the result of net centrifugal forces created by non-uniformities in the distribution of tire mass about the rotational axis of the tire. Non-uniformity of tire mass distribution is caused by manufacturing variations which create mass distribution differences about the radius of the tire tread. As an element of tire mass rotates about an axis, centrifugal force is experienced by the element, which tends to push it away from the center of rotation, the magnitude of this centrifugal force being: the circle of rotation. If the mass of the tire is distributed equally about the center of rotation, the centrifugal force on each of the elements of tire mass would be negated by an equal and opposite force acting upon an element of tire mass located on the opposite side of the center of rotation, and thus no net centrifugal force would act upon the tire during rotation. However, when the distribution of tire mass is nonuniform, so that there are elements of greater mass or elements located at greater radial distance from the center of rotation, the centrifugal force on these elements is not canceled by the opposing force acting on the element of tire mass located on the opposite side of the center of rotation. In such cases, the tire experiences a net centrifugal force acting through the element of either greater tire mass or located at a greater distance from the center of rotation. These net centrifugal forces cause a static imbalance about the center of rotation of the tire.
Couple imbalance is caused by the above described mass distribution non-uniformities, or mass imbalances, about the radius of the tire which create net moments about an axis in a plane which is through the centerline of the tread radius and perpendicular to the axis of rotation of the tire. The magnitude of such a moment equals the net force acting on the mass non-uniformity, or the imbalance force, multiplied by the distance of the mass non-uniformity from the centerline of the tread (and thus the axis located in the plane through the tread centerline). This moment can be expressed as: d=distance between the mass non-uniformity and the centerline of the tread. The effect of such moments is that the tire tends to wobble along its axis of rotation. Couple imbalance is usually caused by mass distribution differences about the circumference of the tire, between the upper and lower plane, the planes being parallel and equally spaced from the plane through the centerline of the tread.
The combined effect of the static imbalance and the couple imbalance is referred to as the dynamic imbalance of a tire, which is the total imbalance experienced by a rotating tire. As static imbalance and couple imbalance are two distinct and mutually independent physical phenomena, the dynamic behavior of a rotating tire can be analyzed by overlaying the effect of static imbalance on the effect of couple imbalance. Virtually all tires have some differences in the distribution of the tire mass which causes dynamic imbalance to be present, but the imbalance will be negligible, or at least acceptable, in a uniform tire.
Among several force variations which cause problems with tire performance is tangential fo
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Dunn William Frank
Lipczynski George Jeffrey
Maloney John Michael
Cohn Howard M
Eley Timothy V.
The Goodyear Tire & Rubber Company
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