WO2006028449A1 - Methode pour durcir un pneumatique - Google Patents

Methode pour durcir un pneumatique Download PDF

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Publication number
WO2006028449A1
WO2006028449A1 PCT/US2004/028727 US2004028727W WO2006028449A1 WO 2006028449 A1 WO2006028449 A1 WO 2006028449A1 US 2004028727 W US2004028727 W US 2004028727W WO 2006028449 A1 WO2006028449 A1 WO 2006028449A1
Authority
WO
WIPO (PCT)
Prior art keywords
tire
tread
mold
cure
heat transfer
Prior art date
Application number
PCT/US2004/028727
Other languages
English (en)
Inventor
Douglas I. Greenwell
Michael Luneau
Donald Faulkner
Original Assignee
Societe De Technologie Michelin
Michelin Recherche Et Technique S.A.
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 Societe De Technologie Michelin, Michelin Recherche Et Technique S.A. filed Critical Societe De Technologie Michelin
Priority to PCT/US2004/028727 priority Critical patent/WO2006028449A1/fr
Priority to CN2005800296940A priority patent/CN101432115B/zh
Priority to EP05858516.7A priority patent/EP1841582A4/fr
Priority to KR1020077007551A priority patent/KR20070106966A/ko
Priority to PCT/US2005/031355 priority patent/WO2007037778A2/fr
Priority to JP2007537884A priority patent/JP4781364B2/ja
Priority to BRPI0514853-7A priority patent/BRPI0514853A/pt
Publication of WO2006028449A1 publication Critical patent/WO2006028449A1/fr
Priority to US11/711,214 priority patent/US7744789B2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/0601—Vulcanising tyres; Vulcanising presses for tyres
    • B29D30/0606—Vulcanising moulds not integral with vulcanising presses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C43/00—Compression moulding, i.e. applying external pressure to flow the moulding material; Apparatus therefor
    • B29C43/02—Compression moulding, i.e. applying external pressure to flow the moulding material; Apparatus therefor of articles of definite length, i.e. discrete articles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C35/00—Heating, cooling or curing, e.g. crosslinking or vulcanising; Apparatus therefor
    • B29C35/02—Heating or curing, e.g. crosslinking or vulcanizing during moulding, e.g. in a mould
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/0601—Vulcanising tyres; Vulcanising presses for tyres
    • B29D30/0662—Accessories, details or auxiliary operations
    • B29D2030/0675—Controlling the vulcanization processes
    • B29D2030/0677—Controlling temperature differences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29K—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES B29B, B29C OR B29D, RELATING TO MOULDING MATERIALS OR TO MATERIALS FOR MOULDS, REINFORCEMENTS, FILLERS OR PREFORMED PARTS, e.g. INSERTS
    • B29K2105/00—Condition, form or state of moulded material or of the material to be shaped
    • B29K2105/24—Condition, form or state of moulded material or of the material to be shaped crosslinked or vulcanised
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29L—INDEXING SCHEME ASSOCIATED WITH SUBCLASS B29C, RELATING TO PARTICULAR ARTICLES
    • B29L2030/00—Pneumatic or solid tyres or parts thereof

Definitions

  • the present invention is in the field of rubber curing, more particularly in the field of curing pneumatic tires.
  • a rubber compound changes from a relatively weak, viscoelastic liquid to a relatively strong viscoelastic solid.
  • Rubber articles, such as pneumatic tires, for years have been vulcanized or cured in a press wherein heat is applied both externally and internally of the tire mold for a certain length of time to effect the chemical vulcanization reaction in the tire.
  • These presses which are well known in the art, generally employ separable mold halves or parts (including segmented mold parts) with center shaping and curing mechanisms utilizing bladders into which shaping, heating and cooling fluids or media are introduced for shaping, molding and curing the tires which are composed of complex compounds of rubber, process accelerators, carbon black and other materials that are cross-linked in the presence of sulfur during the curing process.
  • the aforesaid tire shaping and curing presses typically are controlled by a mechanical timer which cycles the presses through various steps during which the tire is shaped, heated and in some processes cooled prior to unloading from the press.
  • a mechanical timer which cycles the presses through various steps during which the tire is shaped, heated and in some processes cooled prior to unloading from the press.
  • the tire is subjected to high pressure and high temperature for a preset period of time intended to ensure sufficient cure of the tire to allow it to be removed from the mold without deleterious effect.
  • the cure process usually continues to completion outside the press. Rubber chemists are faced with the problem of predicting the time period within which each particular type of rubber compound will be satisfactorily cured and once such a time period is established, the tire is heated for that precise period.
  • the extent of cure also could be affected by the composition and aging history of the uncured tire as well as variance in geometry from tire to tire. While such time control has been used to cure millions of tires, because of the varying properties of the rubber even within the same compound, some tires are slightly overcured while others are slightly undercured. Neither undercuring nor overcuring is desirable with respect to the quality of the end product. Undercuring can result in less than optimal endurance and tensile strength. Overcuring is undesirable because production time on the valuable capital vulcanizing machinery is thereby wasted, and production efficiency is reduced. It is well known that overcure of many tire and other rubber compounds results in reversion. Reversion degrades physical properties such as modulus, fatigue life, and the like. This effect is directly observed as a disadvantageous decrease in modulus relative to the optimum value.
  • the present invention is a method of curing a tire including a tread, carcass, and sidewall, comprising the steps of: (a) placing the tire inside a tire mold;
  • Another embodiment of the present invention is a method of curing a tread block of a tire tread, comprising the steps of:
  • a further embodiment of the invention is a method of optimally curing a tire comprising: (a) a carcass which comprises sidewalls and a crown;
  • a tread affixed to said crown wherein said tread comprises tread blocks; wherein the method comprises inserting said tire into a tire mold comprising heat transfer pins or heat pipes fixed to the interior of the mold, wherein said heat transfer pins or heat pipes are inserted into portions of the tire effecting a more even transfer of heat from the mold to the tire.
  • a further embodiment of the invention is a method of reworking a tire mold comprising the addition of heat transfer pins to said mold, wherein said heat transfer pins are configured so as to provide for a more even curing of all portions of a tire to be inserted into said mold.
  • Figure 1 shows a section of a flat tread for recapping a tire.
  • Figure 2 shows a tread pattern for a tread for recapping a tire.
  • Figure 3 shows relative cross-section positions of a flat tread for recapping a tire.
  • Figure 4 shows the cure state (alpha) as a function of time, for the tread shown in
  • Figure 5 shows the cure state as a function of tread depth, for the tread shown in Fig. 3.
  • Figure 7 shows the cure state in the middle of the tread of Fig. 3, taken as a horizontal slice.
  • Figure 8 shows the changes from Fig. 7 after the use of heat transfer pins.
  • Figure 9 shows the cure state in a horizontal slice of a tread.
  • Figure 10 shows the tread of Fig. 9, after the use of 14mm heat transfer pins.
  • Figure 11 is a profile of truck tire shoulder showing the state of cure at 22 minutes.
  • Figure 12 shows an FEA mesh of the shoulder of a truck tire, and the heat profile of the shoulder of the truck tire.
  • Figure 13 shows a heat transfer element according to the present invention.
  • Figure 14 shows a heat transfer element according to the present invention.
  • Figure 15 shows a heat transfer element according to the present invention.
  • Figure 16 shows a heat transfer element according to the present invention.
  • Figure 17 shows a heat transfer element according to the present invention.
  • Figure 18 shows a heat transfer element according to the present invention.
  • Figure 19 shows a heat transfer element according to the present invention.
  • Figure 20 shows an FEA model of heat transfer pins protruding into a tire and in a tire mold.
  • Figure 21 is a diagram showing portions of a tire.
  • the present invention is a method of curing a tire including a tread, carcass, and sidewall, comprising the steps of:
  • the tire mold comprises an interior face contacting the tire, and the interior face further comprises heat transfer elements protruding from the interior face, and heat is transferred from the heat transfer elements to the tire.
  • Another embodiment of the present invention is a method of curing a tread block of a tire tread, comprising the steps of:
  • the method comprises inserting said tire into a tire mold comprising heat transfer pins or heat pipes fixed to the interior of the mold, wherein said heat transfer pins or heat pipes are inserted into portions of the tire effecting a more even transfer of heat from the mold to the tire.
  • a further embodiment of the invention is a method of reworking a tire mold comprising the addition of heat transfer pins to said mold, wherein said heat transfer pins are configured so as to provide for a more even curing of all portions of a tire to be inserted into said mold.
  • the present invention also is method of designing a mold for a tire, which tire comprises a tread, carcass and sidewall, and wherein the mold comprises an interior face to contact the tire, comprising the steps of:
  • the present invention is also the tire mold produced thereby, and the tire cured by said mold.
  • the present invention also comprises the use of finite element analysis to determine the points of least cure of the tire.
  • the process of curing a pneumatic tire is to apply heat energy from the exterior mold parts and the internal curing bladder in order to drive the chemical process of vulcanization.
  • a challenge for the tire industry is to provide a curing process that provides a uniform amount of energy to the inherently non-uniform cross section of a tire.
  • Tire constituents that do not achieve the proper state of cure (SOC) may not meet design requirements. Therefore an optimized cure insures superior tire compound properties and an informed product quality.
  • a method is presented for the use of three-dimensional finite element analysis (3-D FEA) and thermocouple tests in determining the state of cure (SOC) for each zone of the tire as well as detailed features in the tire tread.
  • the tire In the sidewall the tire may be only a few millimeters thick, while in the summit a cross section thickness of over 50 millimeters is common. Therefore, uniform curing is a significant challenge.
  • One conventional method of cure state determination is to build a tire, place thermocouples throughout the tire, and record the thermal profiles during the curing process and the cooling down period. Knowing the thermal profile, one can use reaction kinetics to determine the state of cure throughout the tire.
  • Finite Element analysis consists of a computer model of a material or design that is subjected to external loads (i.e., structural, thermal, etc.) and analyzed for specific results. It is used in new product design, and existing product refinement. A company is thereby able to verify a proposed design will be able to perform to the client's specifications prior to manufacturing or construction. Modifying an existing product or structure is utilized to qualify the product or structure for a new service condition. FEA uses a complex system of points called nodes which make a grid called a mesh. This mesh is generated and contains the material and structural properties which determine how the structure will react to certain loading conditions. Heat Transfer analysis models the conductivity or thermal fluid dynamics of the material or structure ( Figure 1).
  • Steady-state heat transfer refers to constant thermoproperties in the material that yield linear heat diffusion. See, e.g., Toth. W.J., et al., "Finite Element Evaluation of the State of Cure in a Tire,” Tire Science and Technology, TSTCA, vol. 19, No. 4, Oct.-Dec, 1991, pp. 178-212, incorporated by reference.
  • ASTM D2084 and ISO 3417 describe how to measure cure times (time t 0 for the onset of cure, and time t99 for 99% completion of cure) for rubber compounds using an oscillating rheometer. These standards are incorporated by reference.
  • cure refers to the vulcanization of a rubber article. Vulcanization is the process of cross-linking elastomer molecules to make the bulk material harder, less soluble and more durable.
  • the present method was applied to the cure of a recapped tread band.
  • Figure 1 demonstrates a flat tread sandwiched between a flat plate (platen) and a sculptured mold
  • Figure 2 gives an example of a sculptured tread pattern as a result of this molding process
  • Figure 3 depicts the relative cross-section locations that will be referred to.
  • the minimum cure-state location was first identified in the x-y plane. This position was then used as a basis for comparison in the z-direction (or through the thickness of the tread block).
  • KmI refers to the first tread layer
  • Km2 refers to the second tread layer.
  • the kmlbot location refers to a position 2 mm from the first tread layer/platen interface.
  • the kmlmid location refers to a position in the middle of the block thickness
  • first tread layer/top refers to a location 2mm from the first tread layer/second tread layer interface.
  • Figure 4 demonstrates cure state, ⁇ , as a function of time through the block thickness.
  • the tread rubber cures the quickest, while the rubber near the KM1/KM2 interface cures the slowest.
  • the pins were approximately 2 mm in diameter.
  • Figure 5 shows the variation of the state of cure through the KMl thickness at the end of the cure. The more flat the curve, the more even state of cure through the block thickness. The figure demonstrates that the addition of pins greatly increases the evenness of cure through the KMl thickness.
  • Figures 7 and 8 show iso-contours (in the x-y plane at the KM1/KM2 interface) of cure state at the end of cure. Without pins the state-of-cure ranges from 0.61 - 0.99 ( Figure 7), while the addition of pins reduces the range to 0.87 - 0.99 ( Figure 8).
  • cure time is reduced by 3 minutes (12% reduction) and the cure state is uniform across the tread.
  • 14 mm straight heat transfer pins are added to the sculpture, the same cure time (26 minutes)
  • Figures 12-18 illustrate a basic tread block, and various heat transfer element configurations.
  • the objective here is to determine where the limiting points of cure are located and to propose different tread geometries to better transfer energy into these limiting zones.
  • the tire tread must continue to function as designed, providing the same physical properties to the overall tire design.
  • a series of designs were modeled with some of the different cases presented here. Finally, comparisons will be made between the different designs and a "base case" with respect to some basic tire design requirements.
  • the parameters examined include:
  • a large aluminum feature was added to the tire mold to transfer heat from the mold into the shoulder of the tire. Again, this feature is designed to transfer heat more efficiently to the cold zone on the breaker skim. This feature is full depth, 8 mm wide and protrudes approximately 10 mm into the side of the tread block (Fig. 19). The result from this model showed a cure time of 54 minutes or a reduction of 3 minutes.
  • Heat Transfer Pins Next, a series of tests are presented using a comb-like configuration. The idea behind this geometry was to have long pins that pipe heat energy deep into the tread. At the same time, the rubber bridging between these pins helps maintains the rigidity of the block. Tests were conducted at varying heat transfer pin lengths of 7, 10, 14, 17, and 19 mm.
  • Cure time in minutes - For the "base-case” (reference case) this is the actual cure time in minutes for the heating phase of vulcanization.
  • a prototype tire has been modeled and thermocouple tires cured to validate its accuracy. Cool down time is not considered. For all other cases the results are from FEA modeling.
  • % Reduction contact patch @ new - Contact patch is defined as the amount of tread in direct contact with the road. For each heat transfer aperture that is added, the contact patch is reduced. A simple geometric measurement was made to determine the percent reduction for each case evaluated. All measurements were taken when the tire was new or at full tread depth. This parameter is used as an estimator of dry traction. In general, the more rubber on the road, the better the dry traction. Also, contact stresses and tread wear rates are inversely related to the contact patch area.
  • % Traction edge increase Typically free edges which are perpendicular to the direction of rotation are good for traction in rain and snow. These "biting" edges can be made by the shallow apertures added to the tread geometry, and their effectiveness is usually evaluated when the tire is in a like-new state.
  • % Reduction of volume The percent reduction in tread volume is a direct way of predicting the tread rigidity. For this project a simple approximation was used. It is intuitively obvious that the reduction of volume of the block at any section will have a more profound effect on rigidity as the depth into the block is increased. For the first 5 mm of tread depth there is a simple correlation between the reduction in rubber volume and the tread block rigidity. For the next 5 mm (6-10 mm depth), the loss of rigidity as a result of the reduction in volume is increased by a factor of 2. From 11-15 mm the rigidity is reduced by a factor of 4 and for 16 + mm by a factor of 8. In order to account for the fact that some of the features allow for "bridging" of the rubber blocks, another factor is added back to account for this addition of rigidity. Finally, a "% Reduction in rigidity" is developed as a comparator for the different cases.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Oral & Maxillofacial Surgery (AREA)
  • Thermal Sciences (AREA)
  • Heating, Cooling, Or Curing Plastics Or The Like In General (AREA)
  • Moulds For Moulding Plastics Or The Like (AREA)

Abstract

L'invention concerne une méthode à utiliser pour une analyse d'éléments finis tridimensionnels (3-D FEA) et pour des tests de thermocouple destinés à déterminer l'état de durcissement (SOC) pour chaque zone d'un pneumatique, ainsi que pour une analyse de caractéristiques détaillées de la bande de roulement du pneumatique. A partir des connaissances détaillées des zones froides du pneu, différentes ouvertures de bande de roulement sont proposées pour améliorer le transfert de chaleur dans ces zones, de sorte à obtenir un durcissement plus optimal. Un concept de tiges de transfert de chaleur est développé en tant que moyen efficace et pratique pour obtenir cet état de durcissement optimisé. En outre, ces nouvelles géométries de bande de roulement sont évaluées par rapport à des paramètres de performance de bande de roulement de pneumatique de base pour comprendre leur impact sur la performance du pneumatique. Au moyen de 3-D FEA, ces nouvelles combinaisons d'ouverture de bande de roulement de pneu sont analysées, et des prédictions d'un SOC plus uniformes pour toutes les zones du pneu sont obtenues. En outre, l'invention permet également d'obtenir une durée de durcissement réduite. Notamment, dans l'invention, on démontre que l'on peut obtenir des réductions de durée de durcissement de 15 %.
PCT/US2004/028727 2004-09-03 2004-09-03 Methode pour durcir un pneumatique WO2006028449A1 (fr)

Priority Applications (8)

Application Number Priority Date Filing Date Title
PCT/US2004/028727 WO2006028449A1 (fr) 2004-09-03 2004-09-03 Methode pour durcir un pneumatique
CN2005800296940A CN101432115B (zh) 2004-09-03 2005-09-02 硬化厚的、不均匀的橡胶物品的改进的方法
EP05858516.7A EP1841582A4 (fr) 2004-09-03 2005-09-02 Procédé amélioré pour la cuisson d'un article en caoutchouc épais de forme irrégulière
KR1020077007551A KR20070106966A (ko) 2004-09-03 2005-09-02 두껍고 불균일한 고무 물품의 개선된 경화 방법
PCT/US2005/031355 WO2007037778A2 (fr) 2004-09-03 2005-09-02 Procede ameliore pour la cuisson d'un article en caoutchouc epais de forme irreguliere
JP2007537884A JP4781364B2 (ja) 2004-09-03 2005-09-02 不均一な厚いゴム製品の硬化方法の改良
BRPI0514853-7A BRPI0514853A (pt) 2004-09-03 2005-09-02 métodos de curar um artigo de borracha espesso, não uniforme e de fazer um molde
US11/711,214 US7744789B2 (en) 2004-09-03 2007-02-27 Method for curing a thick, non-uniform rubber article

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2004/028727 WO2006028449A1 (fr) 2004-09-03 2004-09-03 Methode pour durcir un pneumatique

Publications (1)

Publication Number Publication Date
WO2006028449A1 true WO2006028449A1 (fr) 2006-03-16

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Application Number Title Priority Date Filing Date
PCT/US2004/028727 WO2006028449A1 (fr) 2004-09-03 2004-09-03 Methode pour durcir un pneumatique

Country Status (3)

Country Link
KR (1) KR20070106966A (fr)
CN (1) CN101432115B (fr)
WO (1) WO2006028449A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2285595A1 (fr) * 2008-05-22 2011-02-23 Société de Technologie MICHELIN Optimisation de matériau de broche pour durcissement

Citations (5)

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Publication number Priority date Publication date Assignee Title
EP0485127A1 (fr) * 1990-11-06 1992-05-13 Bridgestone Corporation Procédé et dispositif pour la fabrication d'une structure en caoutchouc non-vulcanisé
EP0578105A2 (fr) * 1992-07-01 1994-01-12 Bridgestone Corporation Appareil à vulcaniser un pneumatique de véhicule routier
US5486319A (en) * 1993-12-29 1996-01-23 Bridgestone/Firestone, Inc. Tire cure control system and method
EP1172198A2 (fr) * 2000-07-10 2002-01-16 The Goodyear Tire & Rubber Company Système de transfert de chaleur pour un moule de pneumatique
US6478991B1 (en) * 1999-07-14 2002-11-12 Pirelli Pneumatici S.P.A. Method for vulcanizing a tire by predetermining its degree of vulcanization

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US5288449A (en) * 1992-06-24 1994-02-22 Mauro Charles R Device and method for personalizing tires
KR20040028723A (ko) * 2001-08-28 2004-04-03 요코하마 고무 가부시키가이샤 타이어 가황 방법 및 장치
CN2567020Y (zh) * 2002-08-26 2003-08-20 吴天火 免充气轮胎成型机

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0485127A1 (fr) * 1990-11-06 1992-05-13 Bridgestone Corporation Procédé et dispositif pour la fabrication d'une structure en caoutchouc non-vulcanisé
EP0578105A2 (fr) * 1992-07-01 1994-01-12 Bridgestone Corporation Appareil à vulcaniser un pneumatique de véhicule routier
US5486319A (en) * 1993-12-29 1996-01-23 Bridgestone/Firestone, Inc. Tire cure control system and method
US6478991B1 (en) * 1999-07-14 2002-11-12 Pirelli Pneumatici S.P.A. Method for vulcanizing a tire by predetermining its degree of vulcanization
EP1172198A2 (fr) * 2000-07-10 2002-01-16 The Goodyear Tire & Rubber Company Système de transfert de chaleur pour un moule de pneumatique

Non-Patent Citations (1)

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Title
POROTSKII V G ET AL: "MODELLING AND AUTOMATION OF VULCANISATION PROCESSES IN TYRE PRODUCTION", INTERNATIONAL POLYMER SCIENCE AND TECHNOLOGY, RAPRA TECHNOLOGIES, SHROPSHIRE, GB, vol. 22, no. 6, 1 June 1995 (1995-06-01), pages T46 - T49, XP000548614, ISSN: 0307-174X *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2285595A1 (fr) * 2008-05-22 2011-02-23 Société de Technologie MICHELIN Optimisation de matériau de broche pour durcissement
EP2285595A4 (fr) * 2008-05-22 2012-10-03 Michelin Soc Tech Optimisation de matériau de broche pour durcissement

Also Published As

Publication number Publication date
CN101432115A (zh) 2009-05-13
KR20070106966A (ko) 2007-11-06
CN101432115B (zh) 2011-06-22

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CA2653285A1 (fr) Procede de rechapage integral des pneus

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