CA1090905A - System for measuring and correcting vibrations generated in vehicular tires - Google Patents
System for measuring and correcting vibrations generated in vehicular tiresInfo
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- CA1090905A CA1090905A CA274,288A CA274288A CA1090905A CA 1090905 A CA1090905 A CA 1090905A CA 274288 A CA274288 A CA 274288A CA 1090905 A CA1090905 A CA 1090905A
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Abstract
ABSTRACT
A system for correcting a rubber tire for vibration producing forces generated in the tire when operated under load and at cruising speed, wherein the tire is revolved at a cruising speed equal to from 50-90 miles per hour under a load simulating the weight load supported by the tire in normal use to develop centrifugally generated forces in the tire, measuring the magnitude and location of the centrifugally generated forces developed in the revolving tire, the measured forces comprising (a) forces generated by peripheral non-uniformities, and (b) forces developed by the lack of tire symmetry, the tire being corrected for both the (a) and (b) forces in two stages, the first stage comprising correction for the (a) forces by removing rubber from the periphery of the tire in accordance with the magnitude and location of the non-uniformities while the tire is rotating at cruising speed, and the second stage compris-ing correction for the (b) forces by selectively adding to or removing rubber from the tire in the areas at or adjacent the tire beads in accordance with the magnitude and location of the (b) forces.
A system for correcting a rubber tire for vibration producing forces generated in the tire when operated under load and at cruising speed, wherein the tire is revolved at a cruising speed equal to from 50-90 miles per hour under a load simulating the weight load supported by the tire in normal use to develop centrifugally generated forces in the tire, measuring the magnitude and location of the centrifugally generated forces developed in the revolving tire, the measured forces comprising (a) forces generated by peripheral non-uniformities, and (b) forces developed by the lack of tire symmetry, the tire being corrected for both the (a) and (b) forces in two stages, the first stage comprising correction for the (a) forces by removing rubber from the periphery of the tire in accordance with the magnitude and location of the non-uniformities while the tire is rotating at cruising speed, and the second stage compris-ing correction for the (b) forces by selectively adding to or removing rubber from the tire in the areas at or adjacent the tire beads in accordance with the magnitude and location of the (b) forces.
Description
c~
The methods and systems utilized by the prior art to eliminate the vibrations generated in vehicular tires are basically modifications of balancing devices utilized in industry to balance industrial components, such as rotors, for the elimination of vibrations. The terms "balance" and "unbalance" are popularly used to indicate whether or not the part is free from vibration as it is rotated. In this context, the term "balance"
denotes a condition wherein the rotor or the like is rotating about its principal axis and coincident with its supporting bearing.
In the case of a rotor, irrespective of its configuration, the unbalancing forces always occur once per revolution, which is the fundamental frequency of the rotating rotor. In the case of long flexible rotors, balancing is performed in multiple planes along the axis of the rotor. In all cases, however, the rotor, once balanced, has it principal axis of rotation rotating in coincidence with its bearings. Balancing can be readily accomplished since a rotor is effectively a homogenous, non-flexible mass, and it is always sùpported in bearings while freely rotating in space, whether durin~ balancin~
or in actual use.
A rubber tire, on the other hand, although it is intended to be geometrically round, is not round when in use since it does not freely rotate in space. Rather, a tire must support a portion at least of the weight load of the vehicle, and while supporting the load radially, the tire is vertically in contact with the road. Unlike a rotor, which is effectively a solid mass, a tire is flex-0~
ible and expands and contracts in use. The radius of atire in the srea of vertical contact with the road is always smaller than its radius at any other angle about the tire due to the load it carries. The area in contact with the road i3 known as the "tire patch" and it is this area which is vertically loaded (referred to as the "loaded radius"), the tire being deflected inwardly from 1/4 - 1/2 inch in the patch area under normal load and tire inflation.
Consequently, as the tire revolves about the vehicle's wheel axle and bearings, which the tire also supports, the physical geometric center of the tire is never coincident with its principal bearing axis due to its constantly changing supporting radius. This condition creates a con-stantly changing dynamic disturbance which is directly related to the velocity (revolutions per minute) of the tire.
As a tire revolves, centrifugal forces are generated which increase dramatically with increases in velocity;
and as the centrifugal forces increase, the tire tread gradually expand~ radially outwardly - literally it grows -and it also hardens due to the centrifugal outward forces acting on the tread rubber as well as on the fabrics or other reinforcement incorporated in the tire tread. As the tire tread diameter grows, its over-all structure stiffens and the size of the tire patch is reduced, along with a reduction in side wallbulginess, resulting in an increase in the loaded radius of the tire which acts to raisé the vehicle. In addition, there are many variables which enter into tire construction, including variations caused by $he various splices in the tire; variations in the 10~3~
materials from which the tire is constructed, including variations in their composition; dimensional irregularities and inaccuracie~ both in the tire building equipment and in curing; and, of course, human error. The net result is the generation of a complexity of randomly distributed vibra-tion producing forces which are transmitted to the vehicle through its wheel hubs and axles. These vibration producing forces manifest themselves as non-circular areas (non-uniformities) extending around the periphery of the tire.
These non-uniformities vary in both location and magnitude depending upon velocity, the velocity of particular concern being the cruising speed at which the vehicle normally will be operated. At cruising speeds the resiliency of the tire is greatly reduced, which amplifies the stiffness of the non-circular areas as they roll along the road. Since the sizeof the tire patch is also reduced, the unit load is greater, which magnifies the reaction between the non-uniformities and the road sorface. This reaction results in a rapidly changing loaded ratius which generates a complex up and down movement of the wheel hub and axle for each revolution of the tire as the non-uniformities come into contact with the road surface, and these movements are transmitted as vibrations to the vehicle.
Although the terms "balance" and "unbalance" also have been extenxively used in the tire manufacturing and correction art, the terms are misleading and generally apply only to a sm~ll spectrum of the vibration producing forces, usually being confined to the forces produced by lack of tire symmetry which occur only once per revolution of the tire and are variable in magnitude, depending upon velocity. It may be flatly stated 1~.'30~30~
that all tires leaving t~e tire manufacturer's plant are in an over^all self-exciting condition, that is, they are not free from vibration when in use. Even though various "balancing" steps may be performed by the automobile manufacturer or by the seller or user of the tires which may improve their "balance", the corrected tires are not free from vibration causing forces which are centrifugally generated either at the fundamental frequency or at fre-quencies of higher order. While certain prior art processes have included the honing of the outside periphery (tread) of the tire to improve its roundness and concentricity, the areas of the tread to be honed are determined under essen-tially static conditions, usually without loading to simu-late the weight load placed on the tire in use. Even in prior art systems wherein the tire is loaded and revolved at speeds of approximately one to five miles per hour, the physical eccentricity, if any, generated in the tire at these low Rpeeds is quite different from the centrifugally generated eccentricity encountered when the tire is re-volved under true environmental-like conditions, i.e., under load and at cruising speed. Suffice to say that the prior art, while recognizing the existence of lateral and radial force variations when a tire is revolved in space and the desirability of compensating for these variations, has totally failed to understand the true nature of the centri-fugally developed forces and their effect on tire performance, much less how to effectively correct the tire to reduce these forces to an acceptable low level. The centrifugal forces developed in a tire at relatively slow speeds, ~uch as 50 or even 100 revolutions per minute, are normally neglible and . . .
~o~
have no real effect on either tire non-uniformity or dynamic unbalance. The vibration producing ~orces which cause the real problem are those which occur at relatively high speeds, normally cruising speed, and it is these forces which have been wholly neglected by the prior art.
Prior art systems are known wherein "balancing" is effected by adding weights to the wheel rim, or by adding counterbalancing weights to the tire itself. Some add the weights to the inside and others to the outside of the tire.
In one system the weight is added internally to the entire crown of the tire and then removed as required. In all instances, however, the correction attempted is not dictated by realistic changes in tire configuration caused by high angular centrifugal forces; rather, it is dictated by forces encountered when the tire is in a static or near-static con-dition. It may be additionally noted that where the weight is added internally to the crown of a tire, the performance characteristics of the tire are altered. As in the case where material i8 honed from the periphery of the tire when in a static or near-static condition, the location and ampli-tude of the generated forces will change with changes in velo-city; consequently the addition or subtraction of materi.al from the crown of the t:ire may worsen rather than improve vibration when the tire is operated at cruising speed.
In order to correct the tire both for peripheral non-uniformities and for lack of symmetry, it is essential to locate and measure, as well as segregate, the vibration pro-ducing forces. To this end, the present invention utilizes the measuring system disclosed in co-pending United States Patent No. 3,862,570, dated January 28, 1975, in the name of the present inventor. In accordance with the teachings of o~cj this patent, both the dynamic unsy~letrical forces and the centrifugally generated forces which are ~he result of radially loaded peripheral non-uniformities are simulta-neously measured and recorded so that the appropriate cor-rective measures may be taken.
The present invention relates to a system and proce-- dures for correcting tires for both lack of symmetry and vibrations created by dynamic non-uniformities which are centrifugally developed in the tire when under load and at crusing speed.
The measuring system of the aforementioned United States Patent 3,862,570 is utilized to determine under simulated load and cruising speed conditions simultaneously and independently both the magnitude and location of all the generated vibration producing forces. The dynamic un-symmetrical forces, whether radial or lateral, create a fundamental frequency signal once per revolution of the tire irrespective of its velocity, whereas the signals which are the result of centrifugally amplified peripheral non-uniform-ities vary in frequency and distribution about the peripheryof the tire in accordance with its velocity. Two sets of sensors are utilized to measure the generated forces, the fir~t 8et being positioned to measure and locate peripheral non-uniformities, with the second ~et positioned to measure and locate unsymmetrical forces on opposite sides of the tire. All of the generated force signals are fed to an all purpose digital computer where they are recorded and stored.
The computer, in turn, controls the action of correcting mechanism which acts on the tire in accordance with the recorded data.
0~
The tire is corrected in two stages, the first stage comprising the honing of the outside periphery of the tire by means of one or more honing or grinding devices which remove rubber from the tread of the tire in the amounts and at the places to reduce the centrifugally generated non-uniformlties to an acceptable low level, preferably to a level where the generated forces are effectively zero.
After the tire has been first corrected to reduce or eliminate its centrifugally generated non-uniformities, it is then subjected to a second stage corrective step during which weights are effectively added to the opposite sides of the tire at the places and in the amounts necessary to counterbalance the dynamic unbalance forces detected and located by the measuring system. Preferably this is accom-plished by bonding a pair of annular rubber rings to theinsides of the tire beads prior to testing - usually as an incident of the manufacture of the tire - and in the second stage corrective procedure portions of these rubber rings are removed except in those locations and in those amounts
The methods and systems utilized by the prior art to eliminate the vibrations generated in vehicular tires are basically modifications of balancing devices utilized in industry to balance industrial components, such as rotors, for the elimination of vibrations. The terms "balance" and "unbalance" are popularly used to indicate whether or not the part is free from vibration as it is rotated. In this context, the term "balance"
denotes a condition wherein the rotor or the like is rotating about its principal axis and coincident with its supporting bearing.
In the case of a rotor, irrespective of its configuration, the unbalancing forces always occur once per revolution, which is the fundamental frequency of the rotating rotor. In the case of long flexible rotors, balancing is performed in multiple planes along the axis of the rotor. In all cases, however, the rotor, once balanced, has it principal axis of rotation rotating in coincidence with its bearings. Balancing can be readily accomplished since a rotor is effectively a homogenous, non-flexible mass, and it is always sùpported in bearings while freely rotating in space, whether durin~ balancin~
or in actual use.
A rubber tire, on the other hand, although it is intended to be geometrically round, is not round when in use since it does not freely rotate in space. Rather, a tire must support a portion at least of the weight load of the vehicle, and while supporting the load radially, the tire is vertically in contact with the road. Unlike a rotor, which is effectively a solid mass, a tire is flex-0~
ible and expands and contracts in use. The radius of atire in the srea of vertical contact with the road is always smaller than its radius at any other angle about the tire due to the load it carries. The area in contact with the road i3 known as the "tire patch" and it is this area which is vertically loaded (referred to as the "loaded radius"), the tire being deflected inwardly from 1/4 - 1/2 inch in the patch area under normal load and tire inflation.
Consequently, as the tire revolves about the vehicle's wheel axle and bearings, which the tire also supports, the physical geometric center of the tire is never coincident with its principal bearing axis due to its constantly changing supporting radius. This condition creates a con-stantly changing dynamic disturbance which is directly related to the velocity (revolutions per minute) of the tire.
As a tire revolves, centrifugal forces are generated which increase dramatically with increases in velocity;
and as the centrifugal forces increase, the tire tread gradually expand~ radially outwardly - literally it grows -and it also hardens due to the centrifugal outward forces acting on the tread rubber as well as on the fabrics or other reinforcement incorporated in the tire tread. As the tire tread diameter grows, its over-all structure stiffens and the size of the tire patch is reduced, along with a reduction in side wallbulginess, resulting in an increase in the loaded radius of the tire which acts to raisé the vehicle. In addition, there are many variables which enter into tire construction, including variations caused by $he various splices in the tire; variations in the 10~3~
materials from which the tire is constructed, including variations in their composition; dimensional irregularities and inaccuracie~ both in the tire building equipment and in curing; and, of course, human error. The net result is the generation of a complexity of randomly distributed vibra-tion producing forces which are transmitted to the vehicle through its wheel hubs and axles. These vibration producing forces manifest themselves as non-circular areas (non-uniformities) extending around the periphery of the tire.
These non-uniformities vary in both location and magnitude depending upon velocity, the velocity of particular concern being the cruising speed at which the vehicle normally will be operated. At cruising speeds the resiliency of the tire is greatly reduced, which amplifies the stiffness of the non-circular areas as they roll along the road. Since the sizeof the tire patch is also reduced, the unit load is greater, which magnifies the reaction between the non-uniformities and the road sorface. This reaction results in a rapidly changing loaded ratius which generates a complex up and down movement of the wheel hub and axle for each revolution of the tire as the non-uniformities come into contact with the road surface, and these movements are transmitted as vibrations to the vehicle.
Although the terms "balance" and "unbalance" also have been extenxively used in the tire manufacturing and correction art, the terms are misleading and generally apply only to a sm~ll spectrum of the vibration producing forces, usually being confined to the forces produced by lack of tire symmetry which occur only once per revolution of the tire and are variable in magnitude, depending upon velocity. It may be flatly stated 1~.'30~30~
that all tires leaving t~e tire manufacturer's plant are in an over^all self-exciting condition, that is, they are not free from vibration when in use. Even though various "balancing" steps may be performed by the automobile manufacturer or by the seller or user of the tires which may improve their "balance", the corrected tires are not free from vibration causing forces which are centrifugally generated either at the fundamental frequency or at fre-quencies of higher order. While certain prior art processes have included the honing of the outside periphery (tread) of the tire to improve its roundness and concentricity, the areas of the tread to be honed are determined under essen-tially static conditions, usually without loading to simu-late the weight load placed on the tire in use. Even in prior art systems wherein the tire is loaded and revolved at speeds of approximately one to five miles per hour, the physical eccentricity, if any, generated in the tire at these low Rpeeds is quite different from the centrifugally generated eccentricity encountered when the tire is re-volved under true environmental-like conditions, i.e., under load and at cruising speed. Suffice to say that the prior art, while recognizing the existence of lateral and radial force variations when a tire is revolved in space and the desirability of compensating for these variations, has totally failed to understand the true nature of the centri-fugally developed forces and their effect on tire performance, much less how to effectively correct the tire to reduce these forces to an acceptable low level. The centrifugal forces developed in a tire at relatively slow speeds, ~uch as 50 or even 100 revolutions per minute, are normally neglible and . . .
~o~
have no real effect on either tire non-uniformity or dynamic unbalance. The vibration producing ~orces which cause the real problem are those which occur at relatively high speeds, normally cruising speed, and it is these forces which have been wholly neglected by the prior art.
Prior art systems are known wherein "balancing" is effected by adding weights to the wheel rim, or by adding counterbalancing weights to the tire itself. Some add the weights to the inside and others to the outside of the tire.
In one system the weight is added internally to the entire crown of the tire and then removed as required. In all instances, however, the correction attempted is not dictated by realistic changes in tire configuration caused by high angular centrifugal forces; rather, it is dictated by forces encountered when the tire is in a static or near-static con-dition. It may be additionally noted that where the weight is added internally to the crown of a tire, the performance characteristics of the tire are altered. As in the case where material i8 honed from the periphery of the tire when in a static or near-static condition, the location and ampli-tude of the generated forces will change with changes in velo-city; consequently the addition or subtraction of materi.al from the crown of the t:ire may worsen rather than improve vibration when the tire is operated at cruising speed.
In order to correct the tire both for peripheral non-uniformities and for lack of symmetry, it is essential to locate and measure, as well as segregate, the vibration pro-ducing forces. To this end, the present invention utilizes the measuring system disclosed in co-pending United States Patent No. 3,862,570, dated January 28, 1975, in the name of the present inventor. In accordance with the teachings of o~cj this patent, both the dynamic unsy~letrical forces and the centrifugally generated forces which are ~he result of radially loaded peripheral non-uniformities are simulta-neously measured and recorded so that the appropriate cor-rective measures may be taken.
The present invention relates to a system and proce-- dures for correcting tires for both lack of symmetry and vibrations created by dynamic non-uniformities which are centrifugally developed in the tire when under load and at crusing speed.
The measuring system of the aforementioned United States Patent 3,862,570 is utilized to determine under simulated load and cruising speed conditions simultaneously and independently both the magnitude and location of all the generated vibration producing forces. The dynamic un-symmetrical forces, whether radial or lateral, create a fundamental frequency signal once per revolution of the tire irrespective of its velocity, whereas the signals which are the result of centrifugally amplified peripheral non-uniform-ities vary in frequency and distribution about the peripheryof the tire in accordance with its velocity. Two sets of sensors are utilized to measure the generated forces, the fir~t 8et being positioned to measure and locate peripheral non-uniformities, with the second ~et positioned to measure and locate unsymmetrical forces on opposite sides of the tire. All of the generated force signals are fed to an all purpose digital computer where they are recorded and stored.
The computer, in turn, controls the action of correcting mechanism which acts on the tire in accordance with the recorded data.
0~
The tire is corrected in two stages, the first stage comprising the honing of the outside periphery of the tire by means of one or more honing or grinding devices which remove rubber from the tread of the tire in the amounts and at the places to reduce the centrifugally generated non-uniformlties to an acceptable low level, preferably to a level where the generated forces are effectively zero.
After the tire has been first corrected to reduce or eliminate its centrifugally generated non-uniformities, it is then subjected to a second stage corrective step during which weights are effectively added to the opposite sides of the tire at the places and in the amounts necessary to counterbalance the dynamic unbalance forces detected and located by the measuring system. Preferably this is accom-plished by bonding a pair of annular rubber rings to theinsides of the tire beads prior to testing - usually as an incident of the manufacture of the tire - and in the second stage corrective procedure portions of these rubber rings are removed except in those locations and in those amounts
2~ necessary to counterbalance the tire so that it will be symmetrical (dynamically in balance) when operated at cruising speed. The removal of the designated portions of the rubber rings is accomplished by a second stage honing or grinding device which coacts with an oscillating tire cradle, the cradle serving to bring the designated areas of the rings into contact with the honing device. The portions of the rubber rings which remain after the second stage honing operation are tho~e necessary to dynamically counterbalance the tire to eliminate both radial and lateral vibrations resulting from lack of symmetry. The second stage honing device, together with the oscillating tire cradle, are controlled by the com-:~0~3~ 0~
puter in accordance with the stored signals indicative ofthe lack of symmetry. Alternatively, the signals indicating the location and magnitude of unsymmetrical forces may be utilized for the addition of counterbalancing amounts of weight at the proper locations about the inner surfaces of the tire beads or adjoining sidewall areas of the ti.re, as by the bonding of strips or patches of rubber material of the required weight and length to the tire at the proper locations.
In accordance with the present invention there is lQ provided a method of correcting a rubber tire for yibration producing forces generated in the tire whenioperated under load and at cruising speed, which comprises the steps of:
revolving the tire at a cruising speed equal to from 50-9Q m.p.h. under a load simulating the weight load supported by the t;re in normal use to develop centrifugally generated forces in the tire, measuring the magnitudes and locations of the centrifugally generated forces developed in the revolving tire, said measured forces compri.sing (:al forces generated by peripheral non-2Q uniformities, and Cbl forces developed by lack of tiresymmetry, and correcting the tire for both the (al and Ub~ forces in t~o stages, the first stage comprisi.ng correction for the (:al forces ~y remoYing rubber from the periphery of the tire in accordance with the magnitude and location of the non-uniformities w.hile the tire is rotating at cruising speed, and the second stage comprising correction for the (b~ forces by selecti.vely adding to or removing rubber from the tire in the areas at or adjacent the tire beads in accordance with the magnitude and location of the o~ forces.
lV'~
It is a principal object of the present invention to provide a, new tire yibxation correcting procedure which eliminates all types of vifirations in a tire as encountered in use at highway cruising speeds.
It is another o~ject of the present invention to provide a new tire correcting procedure which insures a uniform supporting radius (loaded radius~ maintained by the axis of rotation of the tire in reLation to the tire patch at cruising speeds.
lQ It i5 another object of the present inYentiOn to provide a new tire vibration correcting procedure wherein a counterbalancing material, preferably rubber, is added to, or subtracted from the inner surface of the side walls of the tire itself at or immediateIy adjacent the tire beads.
A further ob;ect of the present invention is to provide a new tire vibration correcting system which utilizes the measuring system of the aforementioned United States Patent
puter in accordance with the stored signals indicative ofthe lack of symmetry. Alternatively, the signals indicating the location and magnitude of unsymmetrical forces may be utilized for the addition of counterbalancing amounts of weight at the proper locations about the inner surfaces of the tire beads or adjoining sidewall areas of the ti.re, as by the bonding of strips or patches of rubber material of the required weight and length to the tire at the proper locations.
In accordance with the present invention there is lQ provided a method of correcting a rubber tire for yibration producing forces generated in the tire whenioperated under load and at cruising speed, which comprises the steps of:
revolving the tire at a cruising speed equal to from 50-9Q m.p.h. under a load simulating the weight load supported by the t;re in normal use to develop centrifugally generated forces in the tire, measuring the magnitudes and locations of the centrifugally generated forces developed in the revolving tire, said measured forces compri.sing (:al forces generated by peripheral non-2Q uniformities, and Cbl forces developed by lack of tiresymmetry, and correcting the tire for both the (al and Ub~ forces in t~o stages, the first stage comprisi.ng correction for the (:al forces ~y remoYing rubber from the periphery of the tire in accordance with the magnitude and location of the non-uniformities w.hile the tire is rotating at cruising speed, and the second stage comprising correction for the (b~ forces by selecti.vely adding to or removing rubber from the tire in the areas at or adjacent the tire beads in accordance with the magnitude and location of the o~ forces.
lV'~
It is a principal object of the present invention to provide a, new tire yibxation correcting procedure which eliminates all types of vifirations in a tire as encountered in use at highway cruising speeds.
It is another o~ject of the present invention to provide a new tire correcting procedure which insures a uniform supporting radius (loaded radius~ maintained by the axis of rotation of the tire in reLation to the tire patch at cruising speeds.
lQ It i5 another object of the present inYentiOn to provide a new tire vibration correcting procedure wherein a counterbalancing material, preferably rubber, is added to, or subtracted from the inner surface of the side walls of the tire itself at or immediateIy adjacent the tire beads.
A further ob;ect of the present invention is to provide a new tire vibration correcting system which utilizes the measuring system of the aforementioned United States Patent
3,862,570 and includes correction of the tire both for cen-trifugally generated non-uniformities and for lack of symmetry as determined and measured by the said measuring system.
Still another object of the present invention is to correct the tire in a two stage corrective procedure, the -8a-1090.~
first sta~e co~.prising the honing of the periphery of the ti~e at cruising speed to effectively eliminate centrif-ugally generated non-uniformities, with the second stage procedure comprising the effective addition of weights to the inside of the side walls in a manner to counterbalance the tire for lack of symmetry without in any way adversely affecting the performance characterlstic of the tires pre-viously corrected outer periphery.
Further objects and features of the present invention will become apparent from the following detailed descrip-tion when taken in conjunction with the accompanying draw-ings.
FIGURE 1 is a schematic diagram illustrating the pre-ferred embodiment of the present invention.
FIGURE 2 illustrates in cross-section a typical tire with counterbalancing rubber rings secured to the inside of the tire beads.
FIGURE 3 i8 a fragmentary perspective view of the tire shown in FIGURE 2.
FIGURE 4 is a diagrammatic elevational view of a tire in cross-section illustrating the oscillation of the tire to effect honing of the rubber balancing rings.
Referring first to FIGURE 1 of the drawings, the system and procedures of the present invention comprise the provision of a supporting base 10 having a pair of rigid upstanding frame members 11 and 12 which support pillow blocks 13 and 14 in which the axle 15 is rotatably journaled.
A test wheel 16 is secured to the axle and the tire 17 to be corrected is mounted on the test wheel and inflated to normal pressure. A shaft 18 rotatably journaled in pillow blocks 19 and 20 is also supported by the frame members 11 - and 12, the shaft 18 being driven by drive means 21 through a suitable flexible coupling 22, which may comprise a uni-1~)9~''30~
versal join~. rhe shaft 18 drives a road-simulating drum 23 positioned to contact and drive the tire 17.
Lifting means 24 and 25, which may comprise twin screw means, or hydraulic or pneumatic lifters, adapted to be raised and lowered in unison act hrough pillow blocks 19, 20 and drive shaft 18 to cause the drum 23 to bear against the tire 17 to simulate the weight load which will be borne by the tire under normal conditions of use.
To this end, the axles 15 and 18 lie in parallel relation to each other and in a common vertical plane. In addition, the drive means 21 will be of sufficient capacity to revolve the drum 23 and hence the tire 17 at cruising speeds equivalent to from 50-90 miles per hour under load.
Sensors 26 and 27 are mounted between pillow blocks 19 and 20 and their underlying lifters 24 and 25, respec-tively. The sensors 26 and 27 thus lie beneath the axle 18 in a vertical plane passing through its axis of rotation where they serve to measure the dynamic centrifugal forces generated by the tire which are indicative of peripheral non-uniformities uneffected by forces resulting from dynamic unbalance. The sensors 26 and 27 will preferably comprise piezoelectric quartz crystals capable of withstanding extreme forces without fracturing. It may be pointed out that in the application of load to the tire being corrected through the lifters 24 and 25, a monetary force is applied t~ the sensors 26 and 27, but the sensors will immediately return to a zero reading position once the load is applied and fixed, and thereafter the sensors will react only to the dynamic forces generated by non-uniformities developed in the portion of the tire in contact with the drum. As the tire revolves, l~JO~
the sensors 26 and 27 continuousl~ asure the forces gener-ated by peripheral non-uniformities throughout the full width of the tread and throughout the f~ll 36C circumference of the tire. The sensors 26 and 2t generate force signals indicative of the magnitude and loca~ion of the generated forces and these signals are fed to the computer 28.
The computer 28 is an all-purpose digital computer programmed to determine the areas on the tire where the vibration producing forces appear as well as the amount of rubber which must be removed from the outside periphery of the tire to reduce the force generating non-uniformities to at least an acceptable low level.
The honing of the periphery of the tire is accomplished by the honing device 29, which may comprise a tire grinding disc of known construction. The computer 28, acting through controller 30 and drive means 31, controls a movable car-riage 32 to initially position the honing device 29 in close proximity to the periphery of the tire but free from contact with its highest non-uniformity. In practice, the honing device 29 will be moved to a position in which it lies approx-imately twenty-thousandths of an inch (.020") from the point of highest growth by means of the carriage 32. The controller 30 further serves to actuate a valve 33 mounted on the car-riage 32 and operatively connected to the honing device 29, the valve having a jet-like mpvement effective to move the honing device into and out of honing engagement with the tire 17.
The recorded information concerning the location and magnitude of the non-uniformities is converted by the com-puter 28 to corrective signals which are fed to the controller 3~31~~omentarily acti~ates the valve 33 to fGrce the honing device into engagement with the tire at the precise location of the non-uniformity being corrected, such engagement being re-peated for as many revolutions of the tire as required to effectively remove the non-uniformîty. It will be understood that where multiple non-uniformities are encountered, a separate honing operation will be performed for each non-uniformity. While in the embodiment illustrated in FIGURE 1 only a single honing device 29 has been illustrated, it will be understood that a plurality of honing devices may be pro-vided at spaced intervals relative to the periphery and the tread width of the tire so that multiple honing operations may be simultaneously performed on different aréas of the tire during each honing cycle.
It may be noted that there are currently no uniform standards for tire acceptability. Standards vary from manu-facturer to manufacturer and are constantly changing. A
typical concentricity limit of acceptability is forty-thou-sandths of an inch (.040") at the unrealistic road speed of one to five miles per hour. In other words, by current com-mercial standards, a tire is deemed acceptable if its peri-pheral eccentricities do not exceed .040" under near static conditions. It also may be noted that an eccentricity on a tire of one-thousandths of an inch (.OOl") when rotated at sixty (60) miles per hour will generate a force of 1.4 lbs., which means that an eccentricty of .040" will generate a vibration producing force of 64 lbs. When it is further con-sidered that a peripheral eccentricity in a tire of .040"
when operated at one to fi~e miles per hour may be substan-tially magnified at sixty (60) miles per hour, the magnitude 109~9V~
of vibration producing forces inherent in currently available"balanced`' tires becomes readily apparent. It should be made clear however, that there is no direct correlation between the lack of concentricity of the first order encountered at low speeds as opposed to centrifugally ger.erated non-uniform-ities encountered at high speeds; they are not necessarily at the same locations or of the same magnitude~ and they may either increase or decrease in magnitude in accordance with velocity. However, the figures given are indicative of the problem.
Since the non-uniformities to be corrected are those which are generated at cruising speeds, the corrective honing of the tire must take place at the cruising speed for which the tire is being corrected, whether it be at fifty, sixty or ninety miles per hour. Honing the tire at these high speeds requires extremely rapid movement of the honing device.
For example, a standard size tire running at sixty miles per hour is revolving approximately 12 revolutions per second;
and to cause the honing device to move into and out of con-tact with the tire once per revolution requires a systemcapable of movement on the order of twenty four times per second (12 times in and 12 times out, or once per revolution).
Valve systems have been developed which are capable of operat-ing within the parameters noted, and may be utilized to effect the required movement of the honing device 29.
As the periphery of the tire is being honed, a second set of sensors 34 and 35 operatively connected to pill~w blocks 13 and 14 supporting wheel axle 15, measure for the lack of symmetry in the tire. The sensors 34 and 35 also may comprise piazoelectric crystals and they are mounted at lOgO~
right angles with respect to the sensors 26 and 27; that is, whereas the sensors 26 and 27 underlie and are effectively contacted by the opposite ends o axle 18 (through its pillow blocks) in a vertical plane, the sensors 34 and 35 are mounted on one side of the axle 15 and lie in a horizontal plane pass-ing through the axis of rotation of the axle where they are effectively contacted by the opposite ends of the axle. In this position, the sensors 34 and 35 detect lack of symmetry (dynamic unbalance) on both sides of the tire, i.e., its right and left sides. It may be pointed out that tires are manufactured from strip stock and the lack of symmetry will vary within each side of the tire and often at different angular locations. It has been found that these vibrations occur in two planes, known as a "couple", and they produce both radial and lateral vibrations. The weights added to the inside of each tire side wall in the area of the tire beads, i.e., to the bead itself or to adjacent portions of the ~ide walls, will effectively correct for vibrations in each plane of the couple, lt being remembered that the un-symmetrical force~ vibrate at a fundamental frequency onceper revolution of the tire irrespective of its velocity.
The force signals generated by the sensors 34 and 35 are also fed to the computer 26 where they are recorded and stored. This stored information is utilized to control the second stage corrective operation, which in the preferred embodiment comprises the honing of portions of rubber rings bonded to the inside of the tire in the area of the beads.
Thus, with reference to FIGURES 2 and 3, annular rings of rubber 36 and 37 are added to the inside surfaces of the con-ventional beads 38 and 39, respectively, of the tire 17. The ~30i~O~
beads of the tire are those portions which make contact with the r~m of the wheel on which the tire is mounted; and in the case of tubeless tires, the beads are configured to make airtight contact with the wheel rim. The rubber rings 36 and 37 may be integrally molded as an incident of the manu-facture of the tire, or they may comprise separately applied rings or strips of rubber vulcanized or otherwise permanently bonded to a conventional tire carcass.
The adding of weight in the form of rubber rings or strips to the insides of the tire beads or to the adjacent inside areas of the side walls in no way affects the--character-istics of the tire tread under dynamic operating conditions;
that is, the added weight, being remote from the periphery of the tire, does not contribute to or alter the centrifug-ally induced non-uniformities inherent in the tire as manu-factured. The added weights only affect tire symmetry, the weights when properly honed serving to effectively counter-balance the non-symmetrical forces present in the tire. It will be understood that initially the size and weight of the annular rings will be proportional to the size and weight of the tire; generally speaking, the larger and heavier the tire, the larger and heavier the rubber rings.
When the first stage honing operation is completed, the tire is preferably removed from the wheel 16 and trans-ferred to a second corrective device where the second stagecorrecting operation is performed. However, before the tire is removed from the wheel 16, it is marked so that when positioned in the second corrective device and properly aligned, it will lie in the exact same relative position it occupied when mounted on the wheel 16, and consequently in lU~30~
its aligned position the tire will be calibrated with respect to the data stored in the computer relating to lack of symmetry as measured by the sensors 34 and 35.
The second stage corrective device, also shown in FIGURE 1, comprises cradle 40 in which the tire 17 is seated, together with a honing device 41 mounted on a carriage 42 by means of which the honing device 41 is selectively moved into and out of contact with each of the rubber rings 36 and 37. The honing device 41 is moved into engagement with the rubber ring being honed by the carriage 42 under the direction of controller 43 which receives correcting signals from the computer 28 based on stored data relating to lack of tire symmetry. The cradle 40 is mounted for oscillatory movement relative to the honing device 41 and is oscillated by means of an oscillator 44 in accordance with corrective signals supplied by the computer 28 to the controller 45 which controls oscillating movement of cradle 40 through oscillator 44.
The tire 17 will be positioned in the cradle 40 with the mark applied to the tire prior to its removal from the wheel 16 in accurate registry with a reference point on the cradle, thereby pocitioning the tire in the same rela-tive position it occupied when mounted on the wheel 16. The tire is thus indexed with respect to corrective signals from the computer 28 based on the data stored in the computer relating to the magnitude and location of the forces generated by lack of tire symmetry. Once the tire has been properly positioned in the cradle 40, the honing spindle 41 is moved to a position in which it will contact one of the rubber rings at the point of unbalance for the side of the tire on 1~0~0~
which the rin~ ~ei.g honed is located. The point of un-balance will be determined by the computer in accordance with the data supplied by the sensors 34 and 35, the point of unbalance being the mean resultant point of the unsym-metrical forces measured by sensors 34 and 35. There willbe two such points of unbalance, one for each side of the tire.
The honing device 41 will be brought into alignment with one of the points of unbalance by effecting relative movement between the carriage 42 mounting the honing device and the ~ire cradle. The honing device is then moved via its carriage 42 into honing engagement with the rubber ring.
These movements are effected by the controller 43 in accord-ance with the corrective signals from the computer 28. The controller 43 will also control the depth to which the rubber ring is to be removed. Concurrently with the movement of the honing device 41 into honing engagement with the rubber ring, the cradle 40 will be oscillated equally about the resultant point of unbalance, the cradle moving back and forth by equal distances on opposite sides of the resultant point of unbalance, carrying the tire with it.
The distance traversed by the cradle 40 and the tire 17 will be determined by the computer and controlled by the controller 45 which is operatively connected to oscillator 44. In this way each annular ring is honed to remove a portion of the ring in amounts and over an area to leave the proper amount of the ring to counterbalance the un-symmetrical forces on that side of the tire. When the hon-ing of one of the rings is completed, the honing device will be shifted to the ring on the opposite side of the tire lV9~
and the hon~ng operation repeated in acc,ordance with the corrective signals supplied by the comp~ter as to the location and magnitude of the unsymmetrical forces on the remaining side of the tire.
With reference to FIGUR~ 4 which diagrammatically illustrates one side of the tire 17, the resultant point of unbalance is indicated by the point P7 and the honing device is initially aligned to coincide with point P.
The distance in either direction from point P in which the ring must be honed to remove the required amount of rubber is also determined by the computer in accordance with the stored data, and the computer acts through oscillator 44 to oscillate the tire in opposite directions from the point P to remove the required amount of rubber.
In the example illustrated, rubber is removed from the ring throughout the areas A and B, which areas are effec-tively counterbalanced by the complimentary areas C and D
on the opposite side of the ring. The remaining areas E
and F are in balance and effectively cancel each other.
It has been found that up to 45 removal of rubber on each side of the unbalanced point P is the most effective for counterbalancing. Beyond 45 in either direction from the point of unbalance the effect is negligible. It will be understood that the amount of rubber removed, both in terms of length of cut and depth, will be determined by the com-puter in accordance with the magnitude of the unsymmetrical forces encountered.
As an alternative to the honing of rubber rings or strips previously applied to the inside of the tire, strips of rubber of the required length and thickness may be bonded o~
to the i~ ne tire beads on the adjacent areas of the side walls ~lS a part of the second stage corrective operatior~, the weight and location of such strips being determined by the computer from the stored data. In this case, the compu~er will be progra~ed to indicate the weight and location of the strips to be added, and the resultant points of unbalance may be m~rked on the tire in accordance with locations deter~ined by the computer, whereupon the balancing strips will be applied in accord-ance with the marks. In the case of the example illus-trated in FIGURE 4, if corrective strips are to be added instead of effecting balancing by honing pre-applied rings, the resultant point of unbalance would be at the point ~', which is diametrically opposite to the point P, and the strips would be added in the areas C and D, being centered at point P'.
As should now be apparent, the instant invention provides an integrated system for eliminating the vibrations generated in vehicular tires by correcting the tire both for peripheral non-uniformities and for lack of symmetry.
The outside periphery of the tire is first honed in the radially protruding force generating areas, which are the areas that physically prevent the tire from maintaining a constant loaded radius as it moves along the highway at ~5 cruising speed. Once the tire has been corrected for these peripheral non-uniformities it is then corrected for lack of symmetry, which is accomplished by either honing portions of annular rubber rings or Qtrips added to the inside of the tire in the areas of the tire beads, or by bonding separate strips of rubber to the inside of the tire in the areasof the 1~0~0~
~eads at .ne .~_~tions and in amounts sufficient to counter-balance the unsymmetrical forces. In either event, the outward appearance of the tire does no'- s~ow that it has had weights added, but each tire once corrected is free from vibration producing forces when operated at its intended cruising speed.
It has been found that when a tîre has been corrected in accordance with the present invention, the magnitude of vibration producing forces which may be generated at less than cruising speed, as when the vehicle is being operated at low or medium speeds, are of insufficient magnitude to be objectionable and lie well within accept-able parameters. The forces which pose the real problem are those encountered at cruising speed, and it is these forces which are corrected and reduced to an acceptable low level.
By utilizing the system and method of the present invention, the tire manufacturer may provide the customer with tires especially designed for use at predetermined cruising speeds, which in large measure will be governed by the laws limiting speed of vehicles operated on the highways.
Although a single preferred embodiment of a method and system has been described and illustrated, it is to be understood that modifications can be made without depart-ing from the true spirit and scope of the invention. Numer-ous such modifications have already been set forth and others will undoubtedly occur to the worker in the art.
For example, the specific nature of the honing devices does not conxtitute a limitation on the invention, the essential ~o~o~ux factor beil~g le ~emoval of the centrifugally generated peripheral ~aon-un~formites and, in the case of the added rubber ringst the removal of sufficient portions of the rings to effectively counterbalance the tire for lack of symmetry. The progra~ming of the computer to convert the measured force signals into corrective signals for the operation of the honing devices and oscillator is within the skill of the computer programmer, and numerous programs may be devised in accordance with the desired parameters for corrective action. It also will be evident that the device which hones the annular rubber rings may be oscil-lated relative to the tire rather than oscillating the tire cradle or other tire support. Accordingly, it is not intended that the invention be limited other than in the manner set forth in the claims which follow.
Still another object of the present invention is to correct the tire in a two stage corrective procedure, the -8a-1090.~
first sta~e co~.prising the honing of the periphery of the ti~e at cruising speed to effectively eliminate centrif-ugally generated non-uniformities, with the second stage procedure comprising the effective addition of weights to the inside of the side walls in a manner to counterbalance the tire for lack of symmetry without in any way adversely affecting the performance characterlstic of the tires pre-viously corrected outer periphery.
Further objects and features of the present invention will become apparent from the following detailed descrip-tion when taken in conjunction with the accompanying draw-ings.
FIGURE 1 is a schematic diagram illustrating the pre-ferred embodiment of the present invention.
FIGURE 2 illustrates in cross-section a typical tire with counterbalancing rubber rings secured to the inside of the tire beads.
FIGURE 3 i8 a fragmentary perspective view of the tire shown in FIGURE 2.
FIGURE 4 is a diagrammatic elevational view of a tire in cross-section illustrating the oscillation of the tire to effect honing of the rubber balancing rings.
Referring first to FIGURE 1 of the drawings, the system and procedures of the present invention comprise the provision of a supporting base 10 having a pair of rigid upstanding frame members 11 and 12 which support pillow blocks 13 and 14 in which the axle 15 is rotatably journaled.
A test wheel 16 is secured to the axle and the tire 17 to be corrected is mounted on the test wheel and inflated to normal pressure. A shaft 18 rotatably journaled in pillow blocks 19 and 20 is also supported by the frame members 11 - and 12, the shaft 18 being driven by drive means 21 through a suitable flexible coupling 22, which may comprise a uni-1~)9~''30~
versal join~. rhe shaft 18 drives a road-simulating drum 23 positioned to contact and drive the tire 17.
Lifting means 24 and 25, which may comprise twin screw means, or hydraulic or pneumatic lifters, adapted to be raised and lowered in unison act hrough pillow blocks 19, 20 and drive shaft 18 to cause the drum 23 to bear against the tire 17 to simulate the weight load which will be borne by the tire under normal conditions of use.
To this end, the axles 15 and 18 lie in parallel relation to each other and in a common vertical plane. In addition, the drive means 21 will be of sufficient capacity to revolve the drum 23 and hence the tire 17 at cruising speeds equivalent to from 50-90 miles per hour under load.
Sensors 26 and 27 are mounted between pillow blocks 19 and 20 and their underlying lifters 24 and 25, respec-tively. The sensors 26 and 27 thus lie beneath the axle 18 in a vertical plane passing through its axis of rotation where they serve to measure the dynamic centrifugal forces generated by the tire which are indicative of peripheral non-uniformities uneffected by forces resulting from dynamic unbalance. The sensors 26 and 27 will preferably comprise piezoelectric quartz crystals capable of withstanding extreme forces without fracturing. It may be pointed out that in the application of load to the tire being corrected through the lifters 24 and 25, a monetary force is applied t~ the sensors 26 and 27, but the sensors will immediately return to a zero reading position once the load is applied and fixed, and thereafter the sensors will react only to the dynamic forces generated by non-uniformities developed in the portion of the tire in contact with the drum. As the tire revolves, l~JO~
the sensors 26 and 27 continuousl~ asure the forces gener-ated by peripheral non-uniformities throughout the full width of the tread and throughout the f~ll 36C circumference of the tire. The sensors 26 and 2t generate force signals indicative of the magnitude and loca~ion of the generated forces and these signals are fed to the computer 28.
The computer 28 is an all-purpose digital computer programmed to determine the areas on the tire where the vibration producing forces appear as well as the amount of rubber which must be removed from the outside periphery of the tire to reduce the force generating non-uniformities to at least an acceptable low level.
The honing of the periphery of the tire is accomplished by the honing device 29, which may comprise a tire grinding disc of known construction. The computer 28, acting through controller 30 and drive means 31, controls a movable car-riage 32 to initially position the honing device 29 in close proximity to the periphery of the tire but free from contact with its highest non-uniformity. In practice, the honing device 29 will be moved to a position in which it lies approx-imately twenty-thousandths of an inch (.020") from the point of highest growth by means of the carriage 32. The controller 30 further serves to actuate a valve 33 mounted on the car-riage 32 and operatively connected to the honing device 29, the valve having a jet-like mpvement effective to move the honing device into and out of honing engagement with the tire 17.
The recorded information concerning the location and magnitude of the non-uniformities is converted by the com-puter 28 to corrective signals which are fed to the controller 3~31~~omentarily acti~ates the valve 33 to fGrce the honing device into engagement with the tire at the precise location of the non-uniformity being corrected, such engagement being re-peated for as many revolutions of the tire as required to effectively remove the non-uniformîty. It will be understood that where multiple non-uniformities are encountered, a separate honing operation will be performed for each non-uniformity. While in the embodiment illustrated in FIGURE 1 only a single honing device 29 has been illustrated, it will be understood that a plurality of honing devices may be pro-vided at spaced intervals relative to the periphery and the tread width of the tire so that multiple honing operations may be simultaneously performed on different aréas of the tire during each honing cycle.
It may be noted that there are currently no uniform standards for tire acceptability. Standards vary from manu-facturer to manufacturer and are constantly changing. A
typical concentricity limit of acceptability is forty-thou-sandths of an inch (.040") at the unrealistic road speed of one to five miles per hour. In other words, by current com-mercial standards, a tire is deemed acceptable if its peri-pheral eccentricities do not exceed .040" under near static conditions. It also may be noted that an eccentricity on a tire of one-thousandths of an inch (.OOl") when rotated at sixty (60) miles per hour will generate a force of 1.4 lbs., which means that an eccentricty of .040" will generate a vibration producing force of 64 lbs. When it is further con-sidered that a peripheral eccentricity in a tire of .040"
when operated at one to fi~e miles per hour may be substan-tially magnified at sixty (60) miles per hour, the magnitude 109~9V~
of vibration producing forces inherent in currently available"balanced`' tires becomes readily apparent. It should be made clear however, that there is no direct correlation between the lack of concentricity of the first order encountered at low speeds as opposed to centrifugally ger.erated non-uniform-ities encountered at high speeds; they are not necessarily at the same locations or of the same magnitude~ and they may either increase or decrease in magnitude in accordance with velocity. However, the figures given are indicative of the problem.
Since the non-uniformities to be corrected are those which are generated at cruising speeds, the corrective honing of the tire must take place at the cruising speed for which the tire is being corrected, whether it be at fifty, sixty or ninety miles per hour. Honing the tire at these high speeds requires extremely rapid movement of the honing device.
For example, a standard size tire running at sixty miles per hour is revolving approximately 12 revolutions per second;
and to cause the honing device to move into and out of con-tact with the tire once per revolution requires a systemcapable of movement on the order of twenty four times per second (12 times in and 12 times out, or once per revolution).
Valve systems have been developed which are capable of operat-ing within the parameters noted, and may be utilized to effect the required movement of the honing device 29.
As the periphery of the tire is being honed, a second set of sensors 34 and 35 operatively connected to pill~w blocks 13 and 14 supporting wheel axle 15, measure for the lack of symmetry in the tire. The sensors 34 and 35 also may comprise piazoelectric crystals and they are mounted at lOgO~
right angles with respect to the sensors 26 and 27; that is, whereas the sensors 26 and 27 underlie and are effectively contacted by the opposite ends o axle 18 (through its pillow blocks) in a vertical plane, the sensors 34 and 35 are mounted on one side of the axle 15 and lie in a horizontal plane pass-ing through the axis of rotation of the axle where they are effectively contacted by the opposite ends of the axle. In this position, the sensors 34 and 35 detect lack of symmetry (dynamic unbalance) on both sides of the tire, i.e., its right and left sides. It may be pointed out that tires are manufactured from strip stock and the lack of symmetry will vary within each side of the tire and often at different angular locations. It has been found that these vibrations occur in two planes, known as a "couple", and they produce both radial and lateral vibrations. The weights added to the inside of each tire side wall in the area of the tire beads, i.e., to the bead itself or to adjacent portions of the ~ide walls, will effectively correct for vibrations in each plane of the couple, lt being remembered that the un-symmetrical force~ vibrate at a fundamental frequency onceper revolution of the tire irrespective of its velocity.
The force signals generated by the sensors 34 and 35 are also fed to the computer 26 where they are recorded and stored. This stored information is utilized to control the second stage corrective operation, which in the preferred embodiment comprises the honing of portions of rubber rings bonded to the inside of the tire in the area of the beads.
Thus, with reference to FIGURES 2 and 3, annular rings of rubber 36 and 37 are added to the inside surfaces of the con-ventional beads 38 and 39, respectively, of the tire 17. The ~30i~O~
beads of the tire are those portions which make contact with the r~m of the wheel on which the tire is mounted; and in the case of tubeless tires, the beads are configured to make airtight contact with the wheel rim. The rubber rings 36 and 37 may be integrally molded as an incident of the manu-facture of the tire, or they may comprise separately applied rings or strips of rubber vulcanized or otherwise permanently bonded to a conventional tire carcass.
The adding of weight in the form of rubber rings or strips to the insides of the tire beads or to the adjacent inside areas of the side walls in no way affects the--character-istics of the tire tread under dynamic operating conditions;
that is, the added weight, being remote from the periphery of the tire, does not contribute to or alter the centrifug-ally induced non-uniformities inherent in the tire as manu-factured. The added weights only affect tire symmetry, the weights when properly honed serving to effectively counter-balance the non-symmetrical forces present in the tire. It will be understood that initially the size and weight of the annular rings will be proportional to the size and weight of the tire; generally speaking, the larger and heavier the tire, the larger and heavier the rubber rings.
When the first stage honing operation is completed, the tire is preferably removed from the wheel 16 and trans-ferred to a second corrective device where the second stagecorrecting operation is performed. However, before the tire is removed from the wheel 16, it is marked so that when positioned in the second corrective device and properly aligned, it will lie in the exact same relative position it occupied when mounted on the wheel 16, and consequently in lU~30~
its aligned position the tire will be calibrated with respect to the data stored in the computer relating to lack of symmetry as measured by the sensors 34 and 35.
The second stage corrective device, also shown in FIGURE 1, comprises cradle 40 in which the tire 17 is seated, together with a honing device 41 mounted on a carriage 42 by means of which the honing device 41 is selectively moved into and out of contact with each of the rubber rings 36 and 37. The honing device 41 is moved into engagement with the rubber ring being honed by the carriage 42 under the direction of controller 43 which receives correcting signals from the computer 28 based on stored data relating to lack of tire symmetry. The cradle 40 is mounted for oscillatory movement relative to the honing device 41 and is oscillated by means of an oscillator 44 in accordance with corrective signals supplied by the computer 28 to the controller 45 which controls oscillating movement of cradle 40 through oscillator 44.
The tire 17 will be positioned in the cradle 40 with the mark applied to the tire prior to its removal from the wheel 16 in accurate registry with a reference point on the cradle, thereby pocitioning the tire in the same rela-tive position it occupied when mounted on the wheel 16. The tire is thus indexed with respect to corrective signals from the computer 28 based on the data stored in the computer relating to the magnitude and location of the forces generated by lack of tire symmetry. Once the tire has been properly positioned in the cradle 40, the honing spindle 41 is moved to a position in which it will contact one of the rubber rings at the point of unbalance for the side of the tire on 1~0~0~
which the rin~ ~ei.g honed is located. The point of un-balance will be determined by the computer in accordance with the data supplied by the sensors 34 and 35, the point of unbalance being the mean resultant point of the unsym-metrical forces measured by sensors 34 and 35. There willbe two such points of unbalance, one for each side of the tire.
The honing device 41 will be brought into alignment with one of the points of unbalance by effecting relative movement between the carriage 42 mounting the honing device and the ~ire cradle. The honing device is then moved via its carriage 42 into honing engagement with the rubber ring.
These movements are effected by the controller 43 in accord-ance with the corrective signals from the computer 28. The controller 43 will also control the depth to which the rubber ring is to be removed. Concurrently with the movement of the honing device 41 into honing engagement with the rubber ring, the cradle 40 will be oscillated equally about the resultant point of unbalance, the cradle moving back and forth by equal distances on opposite sides of the resultant point of unbalance, carrying the tire with it.
The distance traversed by the cradle 40 and the tire 17 will be determined by the computer and controlled by the controller 45 which is operatively connected to oscillator 44. In this way each annular ring is honed to remove a portion of the ring in amounts and over an area to leave the proper amount of the ring to counterbalance the un-symmetrical forces on that side of the tire. When the hon-ing of one of the rings is completed, the honing device will be shifted to the ring on the opposite side of the tire lV9~
and the hon~ng operation repeated in acc,ordance with the corrective signals supplied by the comp~ter as to the location and magnitude of the unsymmetrical forces on the remaining side of the tire.
With reference to FIGUR~ 4 which diagrammatically illustrates one side of the tire 17, the resultant point of unbalance is indicated by the point P7 and the honing device is initially aligned to coincide with point P.
The distance in either direction from point P in which the ring must be honed to remove the required amount of rubber is also determined by the computer in accordance with the stored data, and the computer acts through oscillator 44 to oscillate the tire in opposite directions from the point P to remove the required amount of rubber.
In the example illustrated, rubber is removed from the ring throughout the areas A and B, which areas are effec-tively counterbalanced by the complimentary areas C and D
on the opposite side of the ring. The remaining areas E
and F are in balance and effectively cancel each other.
It has been found that up to 45 removal of rubber on each side of the unbalanced point P is the most effective for counterbalancing. Beyond 45 in either direction from the point of unbalance the effect is negligible. It will be understood that the amount of rubber removed, both in terms of length of cut and depth, will be determined by the com-puter in accordance with the magnitude of the unsymmetrical forces encountered.
As an alternative to the honing of rubber rings or strips previously applied to the inside of the tire, strips of rubber of the required length and thickness may be bonded o~
to the i~ ne tire beads on the adjacent areas of the side walls ~lS a part of the second stage corrective operatior~, the weight and location of such strips being determined by the computer from the stored data. In this case, the compu~er will be progra~ed to indicate the weight and location of the strips to be added, and the resultant points of unbalance may be m~rked on the tire in accordance with locations deter~ined by the computer, whereupon the balancing strips will be applied in accord-ance with the marks. In the case of the example illus-trated in FIGURE 4, if corrective strips are to be added instead of effecting balancing by honing pre-applied rings, the resultant point of unbalance would be at the point ~', which is diametrically opposite to the point P, and the strips would be added in the areas C and D, being centered at point P'.
As should now be apparent, the instant invention provides an integrated system for eliminating the vibrations generated in vehicular tires by correcting the tire both for peripheral non-uniformities and for lack of symmetry.
The outside periphery of the tire is first honed in the radially protruding force generating areas, which are the areas that physically prevent the tire from maintaining a constant loaded radius as it moves along the highway at ~5 cruising speed. Once the tire has been corrected for these peripheral non-uniformities it is then corrected for lack of symmetry, which is accomplished by either honing portions of annular rubber rings or Qtrips added to the inside of the tire in the areas of the tire beads, or by bonding separate strips of rubber to the inside of the tire in the areasof the 1~0~0~
~eads at .ne .~_~tions and in amounts sufficient to counter-balance the unsymmetrical forces. In either event, the outward appearance of the tire does no'- s~ow that it has had weights added, but each tire once corrected is free from vibration producing forces when operated at its intended cruising speed.
It has been found that when a tîre has been corrected in accordance with the present invention, the magnitude of vibration producing forces which may be generated at less than cruising speed, as when the vehicle is being operated at low or medium speeds, are of insufficient magnitude to be objectionable and lie well within accept-able parameters. The forces which pose the real problem are those encountered at cruising speed, and it is these forces which are corrected and reduced to an acceptable low level.
By utilizing the system and method of the present invention, the tire manufacturer may provide the customer with tires especially designed for use at predetermined cruising speeds, which in large measure will be governed by the laws limiting speed of vehicles operated on the highways.
Although a single preferred embodiment of a method and system has been described and illustrated, it is to be understood that modifications can be made without depart-ing from the true spirit and scope of the invention. Numer-ous such modifications have already been set forth and others will undoubtedly occur to the worker in the art.
For example, the specific nature of the honing devices does not conxtitute a limitation on the invention, the essential ~o~o~ux factor beil~g le ~emoval of the centrifugally generated peripheral ~aon-un~formites and, in the case of the added rubber ringst the removal of sufficient portions of the rings to effectively counterbalance the tire for lack of symmetry. The progra~ming of the computer to convert the measured force signals into corrective signals for the operation of the honing devices and oscillator is within the skill of the computer programmer, and numerous programs may be devised in accordance with the desired parameters for corrective action. It also will be evident that the device which hones the annular rubber rings may be oscil-lated relative to the tire rather than oscillating the tire cradle or other tire support. Accordingly, it is not intended that the invention be limited other than in the manner set forth in the claims which follow.
Claims (12)
1. A method of correcting a rubber tire for vibration producing forces generated in the tire when operated under load and at cruising speed, which comprises the steps of:
revolving the tire at a cruising speed equal to from 50-90 m.p.h. under a load simulating the weight load supported by the tire in normal use to develop centrifugally generated forces in the tire, measuring the magnitudes and locations of the centrifugally generated forces developed in the revolving tire, said measured forces comprising (a) forces generated by peripheral non-uniformities, and (b) forces developed by lack of tire symmetry, and correcting the tire for both the (a) and (b) forces in two stages, the first stage comprising correction for the (a) forces by removing rubber from the periphery of the tire in accordance with the magnitude and location of the non-uniformities while the tire is rotating at cruising speed, and the second stage comprising correction for the (b) forces by selectively adding to or removing rubber from the tire in the areas at or adjacent the tire beads in accordance with the magnitude and location of the (b) forces.
revolving the tire at a cruising speed equal to from 50-90 m.p.h. under a load simulating the weight load supported by the tire in normal use to develop centrifugally generated forces in the tire, measuring the magnitudes and locations of the centrifugally generated forces developed in the revolving tire, said measured forces comprising (a) forces generated by peripheral non-uniformities, and (b) forces developed by lack of tire symmetry, and correcting the tire for both the (a) and (b) forces in two stages, the first stage comprising correction for the (a) forces by removing rubber from the periphery of the tire in accordance with the magnitude and location of the non-uniformities while the tire is rotating at cruising speed, and the second stage comprising correction for the (b) forces by selectively adding to or removing rubber from the tire in the areas at or adjacent the tire beads in accordance with the magnitude and location of the (b) forces.
2. The method claimed in claim 1 including the step of measuring the magnitude and location of the (b) forces as the tire is being corrected for the (a) forces, and cor-recting for the (b) forces in accordance with the resultant (b) force measurements following correction for the (a) forces.
3. The method claimed in claim 2 including the step of honing the periphery of the tire to remove rubber in the areas of the non-uniformities while the tire is being revolved at cruising speed.
4. The method claimed in claim 3 including the step of adding annular rubber rings to the inside of the tire in the area of the tire beads prior to the step of developing and measuring the centrifugally generated forces, and wherein the forces resulting from the lack of tire symmetry are reduced by removing portions of the added rubber rings.
5. The method claimed in claim 4 wherein the por-tions of the annular rubber rings are removed by honing the rings with a honing device, including the step of effecting relative oscillatory movement between the tire and the honing device, the extent of such oscillatory movement being in accordance with the extent of the rings to be removed.
6. The method claimed in claim 5 wherein said rela-tive oscillating movement is no greater than 45° for either side of a mean point of unbalance.
7. In a system for correcting a rubber tire for vibration producing forces in two stages, means for revolving the tire at a cruising speed of from 50-90 m.p.h. under a load simulating the weight load supported by the tire when in use, sensing means for measuring the magnitude and location of the centrifugally generated forces developed in the tire, said sensing means comprising a first set of sensors for measuring the forces generated by peripheral non-uniformities in the tire and a second set of sensors for measuring the forces generated by lack of tire symmetry;
computer means responsive to said sets of sensing means for generating corrective signals in accordance with the magnitude and location of the measured forces;
a first stage correction means adapted to be moved into and out of engagement with the periphery of the tire while it is being revolved by said revolving means, and actuating means for said first stage correction means responsive to the corrective signals generated by said computer means for moving said first stage correction means into and out of engagement with the periphery of the tire, said actuating means being responsive to the corrective signals generated by said computer means in accordance with the magnitude and location of forces generated by peripheral non-uniformities in the tire;
a second stage correction means for receiving and positioning the tire upon removal from said tire revolving means in the same relative position it occupied when mounted on said tire revolving means; and a second honing means adapted to be moved into and out of engagement with the inner surfaces of the tire in the areas of the tire beads when the tire is positioned in said cradle, and actuating means for moving said second honing device into and out of honing engagement with the inner surface of the tire, said last named actuating means being responsive to the corrective signals generated by said computer means in accordance with the magnitude and location of the forces generated by lack of symmetry.
computer means responsive to said sets of sensing means for generating corrective signals in accordance with the magnitude and location of the measured forces;
a first stage correction means adapted to be moved into and out of engagement with the periphery of the tire while it is being revolved by said revolving means, and actuating means for said first stage correction means responsive to the corrective signals generated by said computer means for moving said first stage correction means into and out of engagement with the periphery of the tire, said actuating means being responsive to the corrective signals generated by said computer means in accordance with the magnitude and location of forces generated by peripheral non-uniformities in the tire;
a second stage correction means for receiving and positioning the tire upon removal from said tire revolving means in the same relative position it occupied when mounted on said tire revolving means; and a second honing means adapted to be moved into and out of engagement with the inner surfaces of the tire in the areas of the tire beads when the tire is positioned in said cradle, and actuating means for moving said second honing device into and out of honing engagement with the inner surface of the tire, said last named actuating means being responsive to the corrective signals generated by said computer means in accordance with the magnitude and location of the forces generated by lack of symmetry.
8. The system claimed in claim 7 including oscillating means for oscillating said cradle, and controller means responsive to the corrective signals generated by said computer means for actuating said oscillating means.
9. The tire correcting system claimed in claim 8 wherein the means for revolving a tire at cruising speed and under load comprises a supporting frame, a road-simulating drum rotatably mounted on said frame, a test wheel for the tire being corrected rotatably mounted on said frame in spaced relation to said drum with its axis of rotation parallel to and in vertical alignment with the axis of rotation of said drum, means for varying the distance between the axis of said drum, and said wheel to bring the drum into contact with the tire and simulate the weight load carried by the tire when in use, and drive means for revolving the drum at cruising speeds, and wherein said first set of sensors is positioned on opposite sides of said drum in locations to sense and measure the forces generated by peripheral non-uniformities in the tire in its area of contact with the drum, said second set of sensors being positioned on opposite sides of said wheel in locations to sense and measure the unbalanced forces generated by lack of tire symmetry.
10. The tire correcting system claimed in claim 9 wherein said first set of sensors lies beneath the axis of rotation of said drum and is responsive to force variations in a vertical plane passing through the axis of rotation of said drum, and wherein said second set of sensors lies on one side of the axis of rotation of said wheel and is responsive to force variations in a horizontal plane passing through the axis of rotation of said wheel.
11. The tire correcting system claimed in claim 10 wherein said sensors each comprises a piezoelectric quartz crystal.
12. The tire correcting system claimed in claim 11 wherein said road-simulating drum is mounted on an axle, and wherein the means for varying the distance between the axes of said drum and said wheel comprises a pair of lifting means operatively connected to the opposite ends of said axle, said lifting means being movable in unison to maintain the parallel relationship between the axis of rotation of said drum and the axis of rotation of said wheel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA274,288A CA1090905A (en) | 1977-03-18 | 1977-03-18 | System for measuring and correcting vibrations generated in vehicular tires |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA274,288A CA1090905A (en) | 1977-03-18 | 1977-03-18 | System for measuring and correcting vibrations generated in vehicular tires |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1090905A true CA1090905A (en) | 1980-12-02 |
Family
ID=4108191
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA274,288A Expired CA1090905A (en) | 1977-03-18 | 1977-03-18 | System for measuring and correcting vibrations generated in vehicular tires |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1090905A (en) |
-
1977
- 1977-03-18 CA CA274,288A patent/CA1090905A/en not_active Expired
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