Abrading – Precision device or process - or with condition responsive... – Computer controlled
Patent
1998-10-29
2000-07-11
Eley, Timothy V.
Abrading
Precision device or process - or with condition responsive...
Computer controlled
241DIG31, 451 8, 451 10, 451 24, 451 49, 451 57, B24B 100, B24B 4902
Patent
active
060864524
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
This invention relates to the field of optimizing pneumatic tire uniformity, and more particularly, to a method for correcting radial run-out, and radial force variations by grinding the tread surface of a pneumatic tire with a tire uniformity machine.
BACKGROUND OF THE INVENTION
The monitoring and correction of tire non-uniformities are important aspects of the art of manufacturing pneumatic tires. Tire non-uniformities include dimensional variations, such as differences in the dimensions of the belts, beads, liners, and treads of the tires, differences in material properties (e.g. rubber stiffness), and flaws in the cosmetic appearance of the tires. Whatever the type of non-uniformity, they all result from variations in the manufacturing process. For example, dimensional variations may be caused by rubber flow in the tire molds, out-of-round curing bladders or tire molds, off-center loading at press, snaked treads or belts, tilted beads, tilted carcasses relative to belts, and tilted tires in the mold. Often, more than one source of variation may compound the extent of a non-uniformity; for example, non-uniform tire stiffness may result from both tire thickness variation and from variations in the stiffness property of the rubber itself.
Two dimensional non-uniformities of special importance are radial run-out and lateral run-out. Radial run-out is the variation in the tread radius of a tire, also referred to as tire "out-of-roundness". The primary production variations causing radial run-out are stretched components, wide component splices, grouped component splices, an out-of-round curing bladder, mold or building drum, eccentric carcass relative to belts, snaked chafer, and off-center loading at press. Radial run-out is monitored during tire production not only because it indicates dimensional variations, but also due to the fact that these non-uniformities contribute to certain force variations and tire imbalances, as discussed below.
Tire non-uniformities may cause one or more of the following effects on tire performance: force variations, imbalance forces and moments, conicity, ply steer and residual self-aligning torque. When non-uniformities are of a sufficient magnitude, the resulting force variations, imbalances, etc., will exceed an acceptable amount and the ride of the vehicle to which such tires are mounted will be adversely affected. As a tire rolls upon a surface, it transmits forces, for example, vehicle weight or centrifugal force, from the vehicle to which it is attached to that surface. Arising from these forces transmitted to the surface are equal and opposite reaction forces exerted by the road on the vehicle as transmitted through the tires.
Force variations are fluctuations in the magnitude of the forces which are exerted by a tire to a road surface on which it rolls, thus causing fluctuations in the reaction forces experienced by the vehicle. These variations in the forces are caused by differences in tire stiffness and/or geometry of the tire about its circumference or tread centerline and depend on which increment of the tire tread is contacting the road surface at a particular time. As an illustration of force variation, a perfectly round tire on a four wheel vehicle may be expected to transmit a constant force of 1/4 of the total weight of the vehicle to the surface, with the corresponding reaction force conveyed to the vehicle, as the vehicle travels. However, if there is a low spot on a tire (i.e. due to differences in radial run-out), during the time when that spot rolls over the surface, the distance from tire axis to the road surface at that corner of the vehicle will be slightly less than at the other three corners of the vehicle. This causes a decrease in the force exerted by the tire on the road, with a corresponding decrease in the reaction force transmitted to the vehicle, during the moment when the low spot is rolling over the surface. This decrease in the force exerted on the road and the reaction force transmitted to the vehicle is repea
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Lipczynski George Jeffrey
Maloney John Michael
Vicini Gino Salvador
Cohn Howard M.
Eley Timothy V.
The Goodyear Tire & Rubber Company
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