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WO1998016810A1 - Procede de correction du balourd d'un pneu a l'aide d'une machine de controle d'uniformite de pneu - Google Patents

Procede de correction du balourd d'un pneu a l'aide d'une machine de controle d'uniformite de pneu Download PDF

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Publication number
WO1998016810A1
WO1998016810A1 PCT/US1996/016355 US9616355W WO9816810A1 WO 1998016810 A1 WO1998016810 A1 WO 1998016810A1 US 9616355 W US9616355 W US 9616355W WO 9816810 A1 WO9816810 A1 WO 9816810A1
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WO
WIPO (PCT)
Prior art keywords
tire
lateral
run
speed
tread
Prior art date
Application number
PCT/US1996/016355
Other languages
English (en)
Inventor
William Frank Dunn
John Michael Maloney
George Jeffrey Lipczynski
Original Assignee
The Goodyear Tire & Rubber Company
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by The Goodyear Tire & Rubber Company filed Critical The Goodyear Tire & Rubber Company
Priority to AU74420/96A priority Critical patent/AU7442096A/en
Priority to BR9612820-8A priority patent/BR9612820A/pt
Priority to PCT/US1996/016355 priority patent/WO1998016810A1/fr
Priority to US09/180,048 priority patent/US6139401A/en
Priority to GB9906160A priority patent/GB2333481B/en
Priority to ARP970104752A priority patent/AR013327A1/es
Publication of WO1998016810A1 publication Critical patent/WO1998016810A1/fr

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/007—Wheeled or endless-tracked vehicles
    • G01M17/02—Tyres
    • G01M17/022—Tyres the tyre co-operating with rotatable rolls
    • G01M17/024—Tyres the tyre co-operating with rotatable rolls combined with tyre surface correcting or marking means

Definitions

  • 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.
  • 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.
  • 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:
  • 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:
  • m, ⁇ , and r are the properties described above
  • d distance between the mass non-uniformity and the centerline of the tread.
  • 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.
  • tangential force variation or fore-aft force variation which is experienced at the surface of contact between tire and road surface in a direction both tangential to the tire tread and perpendicular to the tire axis of rotation.
  • Tangential force variations are very speed dependent and are experienced as "push-pull" effect on a tire, which can be analogized to the sensation of a wheel barrow traveling over a bump in the road, i.e. increased force as the wheel barrow is pushed up the bump and decreased force as the wheel barrow travels down the bump.
  • Investigations have shown that there are multiple mechanisms active in causing tangential force variation.
  • tangential force variation is essentially unmeasurable on a typical production low speed tire uniformity machine, as discussed in more detail below, which operates at a speed, such as 60 revolutions per minute (RPM) .
  • tangential force variation can only be measured at highway speed or above, using a high speed laboratory tire uniformity machine, such as a Model HSU-1064, available from the Akron Standard Co. of Akron Ohio. Because of the low productivity and expense of the laboratory tire uniformity machine, the tangential force variation parameter can only be measured by sample methods .
  • tires are placed first in a production tire uniformity machine to correct force variation and then placed in a tire balance machine to measure time imbalance.
  • Sufficiently large non-uniformities in a tire will cause, besides imbalance and tangential force variations as outlined above, other force variations on a surface, such as a road, against which the tires roll.
  • These force variations produce vibrational and acoustical disturbances in the vehicle upon which the tires are mounted, and when such variations exceed an acceptable maximum level, the ride of a vehicle utilizing such tires will be adversely affected.
  • Force variation correction methods are commonly performed with a production tire uniformity machine (TUM) , which includes an assembly for rotating a test tire against the surface of a freely rotating loading wheel.
  • TUM production tire uniformity machine
  • the loading wheel is moved in a manner dependent on the forces exerted by the rotating tire and those forces are measured by appropriately placed measuring devices.
  • shoulder and center rib grinders are used to remove a small amount of the tire tread at precisely the location of non-uniformities detected by the measuring devices. As the tire is rotated, it is measured and ground simultaneously.
  • a sophisticated, low speed production tire uniformity machine such as a Model No. D70LTX available from the Akron Standard Co.
  • An even further object of the present invention is to eliminate the need to scrap all tires which are found to be outside the acceptable limits of imbalance. Still another object of the present invention is to grind a tire on a tire uniformity machine to bring the tangential force variations to within a desired range.
  • a method of balance correcting a tire with a tire uniformity machine After a tire, mounted in a tire uniformity machine has undergone any grinding to correct force variations, the air pressure in the tire is reduced and the rotation speed of the tire is increased. Then the tire undergoes a balance screening routine to evaluate the static and dynamic imbalance. If found to be imbalanced to an unacceptable level, a grinder is positioned near the tire so that a grinding wheel of the grinder is located slightly closer to the tire center than the maximum tire radial and lateral run-out as determined during the balance screening routine. Contact between tire and grinding wheel 1 results in the removal of tire material at tire positions which are forced outward from the tire center due to centrifugal forces caused by static and dynamic imbalance.
  • the grinder After removal of the material, the balance is again evaluated and if the tire is still above the limits for acceptable imbalance, the grinder is advanced an incremental unit of distance towards the center of the tire. After material is removed at the second position, the balance of the tire is evaluated once again. The steps of advancing the grinder an incremental unit of distance, removing material at the advanced grinder position, and re-evaluating the balance of the tire after grinding are repeated until the tire is found to have acceptable imbalance.
  • Fig. 1 is a schematic illustration of a force variation machine adapted for balance checking and balance correcting tires with a tire mounted thereon in accordance with the invention
  • Figs. 2A and 2B, collectively Fig. 2 are detailed views of a radial run-out sensor as positioned for static imbalance evaluation;
  • Figs. 3A and 3B collectively Fig. 3, are detailed views of a lateral run-out sensor as positioned for couple imbalance evaluation;
  • Fig. 4 illustrates a flow diagram of the operation of balance checking
  • Fig. 5 is a graph depicting radial run-out at high speed, radial run-out at low speed and the differential between the radial run-out at high speed and low speed;
  • Fig. 6 is a graph of low speed and high speed depicting lateral run-out at high speed, lateral run-out at low speed and the differential between the high speed and low speed lateral run-out ;
  • Fig. 7 is a graph of radial deflection waveforms and static imbalance force waveforms, correlating to the example tire balance check, to illustrate the method of balance;
  • Fig. 8 is a side view of a full-faced grindstone, shown adjacent a partial side view of a tire;
  • Fig. 9 illustrates a flow diagram of the balance correction routine of the present invention
  • Fig. 10A is a side view of a tire undergoing balance correction to illustrate correction of static imbalance
  • Fig. 10B is a side view of a tire undergoing balance correction to illustrate correction of couple imbalance.
  • DETAILED DESCRIPTION OF THE INVENTION Referring to Figs. 1 and 2, there is illustrated a typical tire uniformity machine (TUM) 10, also known as a force variation machine (FVM) , adapted for balance screening a tire 12 mounted within the machine.
  • Tire 12 is typically a pneumatic tire having a circumferential tire tread 13, with top and bottom shoulder regions and a central region between the top and bottom shoulder regions, and sidewalls 15A,15B.
  • the tire 12 can be mounted on a rim 14 secured to a tire spindle 16 and inflated to a desired pressure.
  • the tire 12 can be placed under load by a load wheel 18, which is rotatably supported on a spindle 20 extending through the load wheel.
  • the load wheel 18 is pressed against the tire to load the inflated tire with a specified force (for example, 600 to 1900 lb) to simulate road conditions.
  • the tire, which is pressed against load wheel 18, is rotated with tire spindle 16 by motor 17.
  • Bearing blocks are mounted to the ends of the load wheel spindle 20 and are moved by conventional means, such as an electric motor (not shown) operating through a ball-and-screw connection, to move the load wheel 18 into and out of engagement with the tire 12.
  • a shoulder grinding assembly 24 is located substantially 180° with respect to tire 12 from load wheel 18.
  • the shoulder grinding assembly 24 includes substantially identical top and bottom shoulder grinders (only 24A is illustrated and described) , which include grinding wheels that are powered by motors and are independently moved into and out of engagement with the shoulder regions of tire 12.
  • the top shoulder grinder 24A including a grinding wheel 26A powered by a motor 28A, can be moved into and out of engagement with the shoulder portions of tire 12 by any conventional means, such as an hydraulic servo device (not shown) .
  • a center grinder assembly 30 is located adjacent wheel 12 approximately 90° counter-clockwise about tire 12 from load wheel 18.
  • the center grinder assembly 30 has a grinding wheel 32 that is powered by a motor 34 and is moved into and out of engagement with the central region of the tread of tire 12 by conventional means, such as with an hydraulic servo device (not shown) .
  • Conventional radial and lateral load cells 36 and 38 are mounted between the opposite ends of spindle 20 and the machine carriage (not shown) with load wheel 18 suspended there between.
  • the radial and lateral load cells 36,38 are typically used to measure the lateral and radial forces transmitted from the tire 12 as it rotates against the load wheel 18.
  • Each of the load cells 36,38 includes a lateral load cell section conventionally used to measure the lateral force exerted by the tire 12 against load wheel 18 in a direction parallel to the axis of rotation extending about which the load wheel rotates.
  • the load cells 36,38 also include a radial load cell section conventionally used to measure the radial force at the point of intersection of the tire 12 and the load wheel 18 exerted by the tire 12 against the load wheel 18 and through spindle 20 about which the load wheel rotates .
  • Voltage signals proportionate to the magnitude of the radial and lateral forces, are generated by load cells 36,38 and inputted through lines 42 and 44, respectively, into an electric signal conditioner 40, which converts the force measurement voltage signals generated by the load cells 36,38 into signals which can be inputted to and stored in a computer 45.
  • the electric signal conditioner 40 includes radial top and lateral top amplifiers (not shown) connected by line 44 to load cell 38 and radial bottom and lateral bottom amplifiers (not shown) connected by line 42 to load cell 36.
  • Computer 45 is conventionally programmed to determine the conicity, lateral force values, radial run-out, and radial force values of the tire 12, and to control the corrective grinding action to take.
  • the computer controls the shoulder grinding assembly 24 and to the center grinder assembly 30 to position and operate the grinding assemblies, as required.
  • Essential to the preferred embodiment of the present invention is the method of balance screening a pneumatic ' tire on a tire uniformity machine 10.
  • a standard tire uniformity machine 10 has the capability of balance screening a pneumatic tire 12 deflated to a low pressure of about 2 psig. to about 10 psig with the radial run-out sensor 46 and the lateral run-out sensor 48.
  • the sensors 46 and 48 are adjustably I I mounted to tire uniformity machine 10 and connected through electrical cables 52 and 56, respectively, to an electrical signal conditioner 47 which converts the measured voltage signals generated by sensors 46 and 48 into signals which are then inputted into computer 45. While the electrical signal conditioner 47 is illustrated as being physically located outside of computer 45, it is within the scope of the invention to condition the signals, as needed, within the computer.
  • radial run-out sensor 46 is preferably movably mounted by conventional means (not shown) to machine 10 in a manner which enables sensing face 47 of sensor 46 to be securely located at a fixed position in near proximity to the center of circumferential tread 13 of tire 12 and also enables adjustment of the location of sensing face 47 to allow for balance screening of tires of different diameters.
  • radial run-out sensor 46 is a commercially available, no-contact probe, that is most desirable for the high operating speeds preferred.
  • radial run-out sensor 46 senses a target are a 50, see Fig. 2A, on the center of circumferential tread 13 of tire 12, previously deflated to a low pressure, as the circumferential tread rotates past the fixed position of the radial run-out sensor.
  • the radial run-out sensor 46 measures the distance R between the sensing face 47 and the target area 50 on circumferential tread 13.
  • Target area 50 is preferably a circular area on the surface of tread 13 which is sufficiently large so as not to be affected by the height differences of the tread pattern.
  • Radial run-out sensor 46 generates voltage signals which are proportional to distance R. These signals are sent from the radial run-out sensor 46, through electrical cable 52 to electrical signal conditioner 47 and then to computer 45.
  • Distance R will be designated as reference distance R 0 for one revolution of deflated tire 12 at a low speed.
  • a lateral run-out sensor 48 is preferably adjustably mounted by conventional means (not shown) to tire uniformity machine 10 in a manner which enables sensing face 49 of sensor 48 to be located at a fixed position in near proximity to one sidewall 15, preferably 15A, of tire 12 and also enables adjustment of the location of sensing face 49 to allow for balance screening of tires of different widths.
  • lateral run-out sensor 48 is a commercially available no-contact probe, as a no-contact probe is most desirable for the high operating speeds preferred.
  • lateral run-out sensor 48 such as a mechanical contact probe, in which case lateral run-out senor 48 would be mounted to tire uniformity machine 10 in a manner which enabled sensing face 49 to physically contact a sidewall 15 of tire 12 during balance checking.
  • Lateral run-out sensor 48 senses a target area 54, typically a circular area on the outer surface of sidewall 15 of a tire 12 as the centerwall rotates past the fixed position of the lateral run-out sensor.
  • the lateral run-out sensor 48 measures the distance L between the sensing face 49 and the target area 54 on the outer surface of sidewall 15.
  • Lateral run-out sensor 48 generates voltage signals which are proportional to distance L. These voltage signals are sent from the lateral run-out sensor 48 through electrical cable 56 to electrical signal conditioner 47 and then to computer 45.
  • Distance L will be designated as reference distance L 0 for one revolution of deflated tire 12 at low speed.
  • the distance L will vary as a function of the speed of rotation of tire 12 resulting in "wobble" or movement along the axis of rotation.
  • the resulting variations of distance L, or lateral deflections D L are determined (preferably by the computer 45) by subtracting the measured distance L from the reference distance L 0 While a single lateral run-out sensor 48 is illustrated, it is also within the terms of the invention to incorporate two lateral run-out sensors, adjacent to opposite sidewalls of tire i2.
  • the computer 45 is programed to correlate both the measured radial deflection D R to the static imbalance force and the measured lateral deflection D L to the couple imbalance moment.
  • the radial deflection D R and the lateral deflection D L are proportional to static imbalance force and couple imbalance moment, respectively, by different factors.
  • tire uniformity machine 10 can then balance screen any desired tire by the method outlined hereinafter.
  • a series of tests are conducted for each size tire of each class of tire to be balance screened on the tire uniformity machine 10.
  • a tire 12 undergoes a series of trials to empirically calibrate both the radial runout sensor 46 and lateral run-out sensor 48 for that particular type of tire.
  • a number of trials are conducted wherein, for each trial, an amount of known weight is attached at a known location on the inside centerline of circumferential tread 13.
  • the tire is deflated to a minimum pressure of up to about 10 psig. and preferably up to about 5 psig., so that the tire beads are seated to the rim 14.
  • the tire is then rotated at a low speed of less than 100 rpm. Then, the distance R between the sensing face 47 and the target area 50 on the surface of circumferential tread 13 is measured with the radial run-out sensor 46. The distance R, measured when the load of known weight is attached to the tire, is subtracted from a reference distance R 0 measured on a balanced tire without the load, to calculate the radial deflection D R caused by the load of known weight.
  • the static imbalance force caused by the load is easily calculated by the method using the formula
  • the static force-radial deflection correlation factor F CF is then stored in the computer 45 for each type of tire 12 to enable the computation of the static imbalance forces acting upon a tire being tested by measuring the radial deflections D R about the circumference of the tire.
  • the static force-radial deflection correlation factor F CF will be expressed as a number of pounds or ounces of static imbalance force per so many thousandths of an inch of radial deflection.
  • the same basic procedure is used, except that two weights are added for each Ik test. These two weights of known magnitude, are located 180° from each other as measured about the circumference of the tire and disposed equidistant from, and on opposite sides of, the tire tread centerline.
  • the result of a series of these tests will be a couple moment-lateral deflection correlation factor M CF for each type of tire 12 by which the lateral deflections D L measured during a revolution of a tire being tested can be used to determine the couple imbalance moments acting upon the tire.
  • each couple moment-lateral deflection correlation factor M CF will be expressed as a number of inch- pounds or in-ounces of couple imbalance moment per so many thousands of an inch of lateral deflection. Note that these factors only determine the net moment at an angular location on the circumference of the tire. As a smaller mass non-uniformity at two inches from tread centerline can cause the same moment as a larger mass non-uniformity at one inch from tread centerline, both non-uniformities are indistinguishable from each other by the method of the present invention.
  • the routine for balance screening a pneumatic tire mounted on a low speed tire uniformity machine 10 is shown in the flow diagram of Fig. 4.
  • a tire which has undergone any necessary grinding in the tire uniformity process is completely deflated from the pressure required for the correction process or deflated to an internal pressure sufficient only to maintain the shape of the tire, i.e. up to about 10 pounds per square inch gage (psig) .
  • the tire 12 will be inflated to insure that it remains fully centered about the rim 14 of the tire uniformity machine 10. Still the low pressure will allow the tire to react to the imbalance forces.
  • the tire is brought to a designated low rotational speed, preferably less than about 100 rpm.
  • the radial run-out sensor 46 measures the radial distances R about the circumferential tread 13 for one revolution of tire 12.
  • the lateral run-out sensor 48 measures the lateral distances L about a sidewall 15 for one revolution of tire 12.
  • the voltage signal generated by the measurement of the radial distance R 0 is sent to computer 45 via electrical signal ' conditioner 47 and stored as a low speed radial run-out waveform 60 and the voltage signal generated by the measurement of the lateral distance L 0 is sent to the computer and stored as a low speed lateral run-out waveform 62.
  • each low speed waveform 60 and 62 is essentially a reference baseline which indicates the inherent radial and lateral run-outs of the tire and measures the actual dimensions about the tread and sidewalls.
  • the tire is accelerated to a high speed, preferably between about 100 rpm and about 800 rpm.
  • the radial run- out sensor 46 again measures the radial distance R about 'the circumferential tread 13.
  • the lateral run-out sensor 48 measures the lateral distance L about a sidewall 15, for one revolution of tire 12.
  • the voltage signal generated by the measurement of the radial distance R during the high speed rotation of the tire is sent to computer 45 and stored as a high speed radial run-out waveform 64.
  • the voltage signal generated by the measurement of the lateral distance L during the high speed rotation of the tire is sent to computer 45 and stored as a high speed lateral run-out waveform 66 , as shown in Fig. 6.
  • the computer calculates the static imbalance forces and the couple imbalance moments acting on the tire 12.
  • the computer mathematically operates on the waveforms by subtracting the low speed radial run-out waveform 60 from the high speed radial runout waveform 64 to get a radial deflection waveform 68, as shown in Fig. 5.
  • Computer 45 also subtracts the low speed lateral run-out waveform 62 from the high speed lateral run-out waveform 66 to generate a lateral deflection waveform 70, as shown in Fig. 6.
  • the computer 45 utilizes the static force-radial deflection correlation factor F CF to convert the radial deflection waveform 68 into a static imbalance waveform 72 and utilizes couple moment-lateral deflection correlation factor M CF to convert the lateral deflection wave form 70 into a couple imbalance moment waveform 74 as illustrated in Fig. 7. If all force and moment values on the static and couple imbalance waveforms, respectively, are less than or equal to an acceptable imbalance limit, then the tire 12 can be removed from the tire uniformity machine 10 and routed for any other necessary processing. If the any value of force on the static imbalance waveform 72 or moment on the couple imbalance waveform 74 exceeds a preset limit of acceptable imbalance, the computer 45 causes the tire 12 to undergo the method of balance correction outlined below. Furthermore, the data from this balance screening process can be stored for other future reference or analysis .
  • the method of screening a pneumatic tire to determine the imbalance of a tire with a tire uniformity machine is effective to save significant time and resources during the manufacture of the tires, it is within the scope of the present invention to correct for the imbalance of the tire by exposing the imbalanced tire to an additional grinding routine performed by the tire uniformity machine.
  • the present invention is directed towards the further modification of the standard tire uniformity machine 10, already modified with balance screening capability as described above, by replacing grinding wheel 32 with a full-faced or omni-grinding wheel 80, as shown in Fig. 8.
  • Full-faced grinding wheel 80 enables center grinder assembly 30 to grind both the central region of the tire tread and the shoulder regions, as desired.
  • the corrective grinding routine of the present invention preferably employs full-faced grinding wheel 80 to remove the portions of the tire causing imbalance.
  • the method of correcting the imbalance of a pneumatic tire relies on the same principle as the method of measuring tire imbalance outlined above. As previously described, when the tire is rotated, points of mass non-uniformity are deflected either radially due to net centrifugal forces from static imbalance or laterally due to net moments from couple imbalance. Furthermore, as stated before, these effects are more pronounced at higher rotational speeds and more evident when the tire is at a state of low internal pressure which is just high enough to insure that the tire stays seated on the rim 14.
  • a full-faced, omni-grinding wheel 80 replaces the grind wheel 32 of center grinder assembly 30.
  • An important feature of the preferred method for correcting the imbalance of a pneumatic tire with a tire uniformity machine is the selection of the shape of grinding wheel 80.
  • omni-grinding wheel 80 has a grinding face 82 with an axial length L which is at least as large, and preferably larger, than the width of tire 12. Contoured grinding face 82 is shaped so that a cross-section of wheel 80 is the inverse of the desired tire profile 84.
  • This concave shape is essentially the tire mold-shape and has a central region 86 with a large radius and upper and lower fillet regions 88A,88B, typically with a smaller radius than the radius of the central region.
  • grinding wheel 80 being a full-faced grinding wheel, simultaneous grinding of shoulder and central tread regions of tire 12 is enabled. Therefore, any grinding interaction between tire 12 and grinding wheel 80 can remove mass non-uniformities of the tire at either the shoulder regions or the central region or both regions simultaneously.
  • grinding wheel 80 is a full-faced omni-grinding wheel
  • the method of the present invention for correcting the imbalance of a tire on a tire uniformity machine 10, as outlined in Fig. 9, proceeds as follows. After a tire 12 has been balanced screened by the routine outlined above, a tire which has been found to have unacceptable imbalance is either returned to, or maintained at, the high rotational speed at which the balance screening was performed.
  • grinding wheel 80 of grinder assembly 30 is positioned so that grinding face 82 is located at a distance from the center of tire 12 slightly less than the maximum radial run-out of the tire (i.e., the maximum distance from center caused by the largest deflection) as determined by the initial balance screen routine.
  • grinding wheel 80 of center grinder assembly 30 could be advanced toward the center of tire 12 manually by an operator until any portion of tire 12 contacts the grinding wheel or the grinder could be advanced in incremental units of distance under control of the computer 45 until a sensor detects contact with the tire.
  • the portions of the tire which contact the grinding wheel 80 at this position will be those portions which deflected radially or laterally due to the presence of mass non-uniformities.
  • material will be removed (i.e. ground) from the tire at the positions of mass non-uniformity.
  • mass non-uniformities causing static imbalance will be deflected radially into contact with the central portion 86 of grinding face 82 of grinding wheel 80. As shown in Fig.
  • the first radial run-out waveform and the first run-out distance waveform from the initial balance screening performed before the balance correction routine are utilized as a reference radial distance run-out and a reference lateral run-out waveform, respectively. If the result of this balance check is that tire 12 remains imbalanced beyond acceptable limits, grinder assembly 30 is then advanced an incremental unit of distance toward the center of tire 12 so that material is again removed at one or more deflected portions of the tire. Then, the balance of tire 12 is again checked after the removal of the material . The steps of incrementally advancing the grinder assembly 30, removing material from deflected portions of the tire 12, then balance checking the tire, are repeated until the tire is found to have an acceptable amount of imbalance .
  • the center grinder assembly 30 may then be backed away from tire 12 and the tire decelerated and removed from the tire uniformity machine 10. ⁇ *3
  • SS is serial sided, i.e. the inside facing surface of the tire
  • OSS is opposite serial sided, i.e, the outside facing surface of the tire
  • the method of balance correction of the present invention was performed on four, substantially identical tires found to be imbalanced to confirm the effectiveness of this method, the results of which are shown in TABLE I above.
  • the balance measurements of TABLE I indicate that small balance improvements occurred for three of the four tires, with only the characteristics of tire 1, which was heavily ground, showing an increase in imbalance .
  • the method of correcting the imbalance of pneumatic tires on a tire uniformity machine includes the steps of first balance screening the tire to determine the degree of tire imbalance, then incrementally grinding the imbalanced tire, and balance screening after each incrementally grind until the tire is within acceptable limits of imbalance.
  • the advantage of this method is to reduce the number of tires that are scrapped for being outside the acceptable limits of imbalance.
  • Another aspect of the invention is the ability to grind a tire on a tire uniformity machine to bring the tangential force variation to within a specified limit.

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Abstract

L'invention concerne un procédé de correction du balourd d'un pneu monté sur une machine de contrôle d'uniformité de pneu modifiée pour déterminer le balourd de pneus. Une fois que l'on a procédé au contrôle de balourd des pneus, les pneus présentant un déséquilibrage inacceptable sont gardés à la seconde vitesse de rotation du programme de détermination de balourd. Une roue de meulage est amenée jusqu'à la position de déflexion radiale et/ou latérale maximale provoquant le retrait de la matière du pneu des parties défléchies dudit pneu. Le pneu est à nouveau soumis à un contrôle de balourd et si le balourd reste inacceptable, on avance la meuleuse d'une unité de distance incrémentale vers le centre du pneu, on enlève davantage de la matière du pneu et on contrôle à nouveau l'équilibrage. Les étapes d'avance de la meuleuse, de retrait de matière et de contrôle de balourd du pneu sont exécutées jusqu'à ce que ledit pneu présente un balourd statique et un couple de balourd acceptable. Dans un autre aspect de l'invention, on meule un pneu sur une machine de contrôle d'uniformité de pneu afin d'amener les variations de force tangentielle à un degré acceptable de variation de force tangentielle.
PCT/US1996/016355 1996-10-15 1996-10-15 Procede de correction du balourd d'un pneu a l'aide d'une machine de controle d'uniformite de pneu WO1998016810A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AU74420/96A AU7442096A (en) 1996-10-15 1996-10-15 Method of correcting the imbalance of a pneumatic tire with a tire uniformity machine
BR9612820-8A BR9612820A (pt) 1996-10-15 1996-10-15 Processo de correção do desbalanceamento de um pneumático com uma máquina de uniformidade de pneu
PCT/US1996/016355 WO1998016810A1 (fr) 1996-10-15 1996-10-15 Procede de correction du balourd d'un pneu a l'aide d'une machine de controle d'uniformite de pneu
US09/180,048 US6139401A (en) 1996-10-15 1996-10-15 Method of correcting the imbalance of a pneumatic tire with a tire uniformity machine
GB9906160A GB2333481B (en) 1996-10-15 1996-10-15 Method of correcting the imbalance of a pneumatic tire with a tire uniformity machine
ARP970104752A AR013327A1 (es) 1996-10-15 1997-10-15 Metodo para corregir el desbalanceo de un neumatico con una maquina uniformadora de neumatico.

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1996/016355 WO1998016810A1 (fr) 1996-10-15 1996-10-15 Procede de correction du balourd d'un pneu a l'aide d'une machine de controle d'uniformite de pneu

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WO1998016810A1 true WO1998016810A1 (fr) 1998-04-23

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AU (1) AU7442096A (fr)
GB (1) GB2333481B (fr)
WO (1) WO1998016810A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1239275A3 (fr) * 2001-03-08 2004-04-07 Kokusai Keisokuki Kabushiki Kaisha Appareil et méthode pour mesurer uniformité et/ou équilibre dynamique d'une roue
CN105190278A (zh) * 2013-03-29 2015-12-23 米其林集团总公司 使用基于卷积/反卷积的评估以及所测量的横向力变化的轮胎均匀性改良
CN111230654A (zh) * 2020-03-04 2020-06-05 广州精点科技有限公司 一种宏微复合恒压抛光装置及方法
CN113776735A (zh) * 2021-08-21 2021-12-10 盐城高玛电子设备有限公司 一种就车式无线震动信号拾取装置及其工作方法

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US4914869A (en) * 1988-05-16 1990-04-10 General Tire, Inc. Method for correcting and buffing tires
DE4436200A1 (de) * 1994-10-11 1996-04-18 Patrick Schulz Verfahren und Vorrichtung zur Beseitigung von Höhenunterschieden an Laufflächenbeschichtungen

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WO1998005937A1 (fr) * 1996-08-02 1998-02-12 The Goodyear Tire & Rubber Company Procede de rectification centrifuge a grande vitesse du voile d'un pneumatique

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US4914869A (en) * 1988-05-16 1990-04-10 General Tire, Inc. Method for correcting and buffing tires
DE4436200A1 (de) * 1994-10-11 1996-04-18 Patrick Schulz Verfahren und Vorrichtung zur Beseitigung von Höhenunterschieden an Laufflächenbeschichtungen

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1239275A3 (fr) * 2001-03-08 2004-04-07 Kokusai Keisokuki Kabushiki Kaisha Appareil et méthode pour mesurer uniformité et/ou équilibre dynamique d'une roue
CN105190278A (zh) * 2013-03-29 2015-12-23 米其林集团总公司 使用基于卷积/反卷积的评估以及所测量的横向力变化的轮胎均匀性改良
CN105190278B (zh) * 2013-03-29 2018-06-12 米其林集团总公司 使用基于卷积/反卷积的评估以及所测量的横向力变化的轮胎均匀性改良
CN111230654A (zh) * 2020-03-04 2020-06-05 广州精点科技有限公司 一种宏微复合恒压抛光装置及方法
CN113776735A (zh) * 2021-08-21 2021-12-10 盐城高玛电子设备有限公司 一种就车式无线震动信号拾取装置及其工作方法
CN113776735B (zh) * 2021-08-21 2024-05-14 盐城高玛电子设备有限公司 一种就车式无线震动信号拾取装置及其工作方法

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GB2333481B (en) 2001-03-07
AR013327A1 (es) 2000-12-27
GB9906160D0 (en) 1999-05-12
GB2333481A (en) 1999-07-28

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