Study on Uniformity Force Variations in PCR & UVR 16" & 17" Tyre Sizes

transcript

Study on Uniformity Force Variations in

PCR/UVR 16” & 17” Sizes

Halol Plant

Syed Mohammed Sajl90201039

DPS&RT, CUSAT

CONTENTS

1. Tyre Uniformity - An Introduction2. Scope of Study3. Studies – Results and Discussions4. Conclusions5. Recommendations6. The Way Forward7. References

1. Tyre Uniformity – An Introduction

1.1 INTRODUCTION

• Tyre Uniformity refers to the dynamic mechanical properties of pneumatic tires as strictly defined by a set of measurement standards and test conditions accepted by global tire and car makers.

• These measurement standards include the parameters of Radial Force Variation, Lateral Force Variation, Conicity, Ply Steer, Radial Run Out, Lateral Run Out and Sidewall Bulge.

Axes of Measurement

• Tire forces are divided into three axes: Radial, Lateral, and Tangential.

• The Radial axis runs from the tire center toward the tread, and is the vertical axis running from the roadway through the tire center toward the vehicle. This axis supports the vehicle’s weight.

• The Lateral axis runs sideways across the tread. This axis is parallel to the tire-mounting axle on the vehicle.

• The Tangential axis is the one in the direction of the tire travel.

1.2 TYRE UNIFORMITY PARAMETERS• Radial Force Variation (RFV)• Radial Force Harmonic Analysis (RFHx)• Lateral Force Variation (LFV)• Conicity• Ply Steer• Radial Run Out (RRO)• Lateral Run Out (LRO)• Sidewall Bulge and Depression• Static Imbalance• Dynamic Imbalance

FORCEVARIATIONS

GEOMETRYVARIATIONS

WEIGHTVARIATIONS

1.21 Radial Force Variation (RFV)• Radial force acts upward to support the vehicle, radial

force variation describes the change in this force as the tire rotates under load.

• As the tire rotates and spring elements with different spring constants enter and exit the contact area, the force will change.

• Tyres are made from a number of separate components, in order to achieve the requirements of comfort, performance etc.

• As the components increases the various splices also increases.

• The splices can cause a particular portion of the tyre to have more stiffness, which on running shows radial force to show a peak point.

• The vice versa occurs in the area of tyre where there is no or relatively low splice. The presence of these two areas results in variation in the radial force.

1.21 Radial Force Variation (RFV)• Consider a tire supporting a 1,000 load running on a

perfectly smooth roadway. It would be typical for the force to vary up and down from this value.

• RFV can be expressed as a peak-to-peak value (RFPP), which is the maximum minus minimum value.

1 cycle of tyre

ＡＢ

Opposing

ForceＡＲＦＶOpposi

ng force of the spring

1.22 Radial Force Harmonic Analysis• RFV, as well as all other force variation

measurements, can be shown as a complex waveform.

• This waveform can be expressed according to its harmonics by applying Fourier Transform (FT).

• The first harmonic expressed as RFH1 (Radial Force First Harmonic) describes the force variation magnitude that exerts a pulse into the vehicle one time for each rotation.

• RFH2 expresses the magnitude of the radial force that exerts a pulse twice per revolution, and so on.

• High harmonics are less problematic because the rotating speed of the tire at highway speeds times the harmonic value makes disturbances at such high frequencies that overcome by other vehicle dynamic conditions.

1.23 Lateral Force Variation (LFV)• The Lateral Force acts side-to-side along the tyre

axle; lateral force variation describes the change in this force as the tire rotates under load.

• Consider the various components of the tyre as individual spring elements.

• As the tire rotates and spring elements with different spring constants enter and exit the contact area, the lateral force will change.

• As the tire rotates it may exert a lateral force on the order of 10 Kg, causing steering pull in one direction.

• It would be typical for the force to vary up and down from this value. A variation between 10 Kg and 12 Kg would be characterized as a 2 Kg lateral force variation or LFV.

1.23 Lateral Force Variation• LFV can be expressed as a peak-to-peak

value (LFPP), which is the maximum minus minimum value, or any harmonic value as described below.

ＡＢＣＤＡ

ＬＦＶOpposing force of lateral direction

1 cycle of tyre

1.24 Conicity• Conicity is a parameter based on lateral force

behavior. • It is the characteristic that describes the tire’s

tendency to roll like a cone.

• This tendency affects the steering performance of the vehicle.

• In order to determine Conicity, Lateral Force must be measured in both Clockwise (LFCW) and Counterclockwise direction (LFCCW).

1.24 Conicity• Conicity is calculated as one-half the difference of the

values, keeping in mind that CW and CCW values have opposite signs.Conicity = Lateral Shift (CW) + Lateral Shift

(CCW) 2

• Conicity is an important parameter in production testing.

1.3 TIRE UNIFORMITY MACHINES• Tire Uniformity Machines are special-purpose

machines that automatically inspect tires for the tire uniformity parameters described above.

• They consist of several subsystems, including tire handling, chucking, measurement rims, bead lubrication, inflation, load wheel, spindle drive, force measurement, and geometry measurement.

• It contains following parts:-Feed Conveyor -Test Zone-Exit Conveyor

2. Scope of Study

2.1 OBJECTIVE

• To study the factors responsible for the various parameters those affect the Uniformity Yield of Tyres.

• To conduct a study on the Uniformity Force Variations in PCR/UVR Sizes in CEAT Halol Plant.

2.2 BACKGROUND

• The SUV Segment in India is on the rapid rise and this leads the need of more UVR tyres.

• The company had identified the need to improve the uniformity yield of PCR/UVR Sizes (16” & 17”) in order to meet the Original Equipment Manufacturer (OEM) Requirements considering the future prospect of the company.

2.3 PARAMETERS SELECTED FOR STUDY

1. Radial Force Variation (RFV)2. Radial Force First Harmonic (RFH1)3. Conicity (CON)

The selection of the above parameters was based on the following criteria-:• The Trend of the Uniformity Yield of 16” and 17” Tyres

occurring of the past 6 months was studied and the parameters causing them were then selected looking at the deviation.

• The parameters were selected looking to the magnitude of the variation and the frequency of the occurrence.

1. Radial Force Variation (RFV)2. Radial Force First Harmonic (RFH1)3. Conicity (CON)

With Original Specifications With 50% Tightened Specifications

# SIZE RFV

LFV CON # SIZE RF

1LFV CON

1 16” – Type A 97.6 96.1 97.

1 98.4 1 16” – Type A 84.8 78.8 94.

6 95.0

2 17” – Type A 85.5 85.5 95.

0 93.0 2 17” – Type A 82.6 77.2 94.

0 92.7

3 16” – Type B 94.9 93.3 96.

7 97.9 3 16” – Type B 69.1 82.7 94.

6 93.6

4 17” – Type B 93.4 95.6 97.

0 97.4 4 17” – Type B 76.5 82.3 94.

6 85.9

5 16” – Type C 93.0 93.6 97.

4 95.3 5 16” – Type C 61.1 58.2 93.

Table: Deviation of Uniformity Yield Parameters after tightening the specifications by 50% in 16” & 17” Tyres

RFV, RFH1 & CONICITY

MATERIAL

MACHINE

S/W spotting on the Carcass

Shaping Drum Loading

Sidewall Width, Length & Gauge

Belt Width, Length & Gauge

METHOD

Heavy Component SplicingBead Spotting on the

GT not placed on the Trolley as per the centre

Measuring Systems

GT Loading

Material Offset

VCL HeightRing Down

Height

Turn-up Height

Stretching of components to meet

the splice

I/L Width, Length & Gauge

Bead Inner Circumference

High Conicity Predictor Value in

Tread Profile

Tread Width, Length & Gauge

Shaping Drum Wobbling

Loose application of components wrt splice

Incorrect Material Spotting

Splice Correction as per the standards

2.4 EXPERIMENTAL• All the components required during the building operation were

inspected during the building process and curing process; and the variation in them was induced by keeping the other component variables constant and under specification.

• The green tyres were then inspected for any types of non-acceptable variation occurring. If so they were not included in the remaining follow-up.

• The tyres were tested for the uniformity values over the tyre uniformity machine. It was ensured that the tyres are properly lubricated and was loaded perfectly over the load wheel in the uniformity machine.

• The sample size for each study was 5 tyres each.• The following Machinery was utilized used for the study:

Machine Name Purpose

RMS Tyre Building Machine For building the green tyre

L&T Curing Press – Segmented Mould Curing the tyreAKRON Standard Tyre Uniformity Machine

Checking tyre uniformity

2.5 METHODOLOGY

• The following approach was used for the study of the induced variations over the uniformity.

Selection of Parameter

Inducing the Variation in the

Collection of Respective

Force Values over the Tyre

Uniformity Machine

Analysis of the Data

Results and Discussion

Vector Effect Analysis

Conclusion Recommendations

2.5 METHODOLOGYThe variations were induced at the building stage of the tyre. The methodology used for inducing variations are described below:• Belt Offset• Inner Liner Offset:• Ply Offset• Belt Over-Splice• Inner Liner Over -Splice• Ply Over-Splice• Spotting Study

The spotting of the specific splice is changed with respect to the original position of the splice in the building stage.

This was done by calculating the total perimeter of the expanded drum and then shifting splice and entering the required angle of the splice into the Building Machine configuration panel.

2.5 METHODOLOGYConicity Predicitor Study• The analysis presented by the Conicity Viewer option in the

Profilometer, is printed on the lower right of the report of symmetric profile measurement.

• The Conicity Predictor creates a left/right differential error map by graphically finding the halves of the tread together and calculating the difference between the left and right halves.

• The sum of the Inner and Outer Conicity moment represents the Conicity Predictor.

2.5 METHADOLOGY

Figure: A Typical Tread Profilometer

3. Studies – Results & Discussion

3.1 UNIFORMITY YIELD COMPARISON - UNIFORMITY MACHINES

• Machine B has a better Bead Locking when compared to Machine A

Type A – 15 Inches - Uniformity Machine A Vs Uni-formity Machine B

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Type B – 15 Inches – Uniformity Machine A Vs Uni-formity Machine B

Table: Difference in Uniformity Yield - Uniformity Machines – K2 vs MP

Type A – 15”

Type B – 15”

Difference in Yield

M/c B Size A Size B

MIN 47.00

MAX 93.00

AVG 69.42

81.20 10.34 3.37

STD DEV

12.82 6.33 9.15 6.55 -6.49 -2.60

3.2 VARIATIONS IN THE BUILDING MACHINES

3.2.1 Component Offset Variations

01-Mar 02-Mar 03-Mar 04-Mar 05-Mar 06-Mar 07-Mar 08-Mar4.00

I/LPly 1Ply 2

millimeters

3.3 VARIATIONS IN THE BUILDING MACHINES

3.2.2 Component Splice Variations

26-Mar 27-Mar 28-Mar0.00

I/LPly 1Ply 2

3.3 STUDY - COMPONENT VARIATION VS TYRE UNIFORMITY

3.3.1 Component Offset Variation vs Uniformity Parameters

Date 08-Mar-14Tyre Size 16” – Type C

LOAD INF RFV (N)

H1 (N) LFV LFH1 LFD CONICIT

YCentered

6048.57 200.19 77.66 40.78 48.35 39.79 376.17 -24.72

I\L Off6055.6

7 200.75 104.64 76.60 50.48 38.33 365.56 16.70Ply 1 Off

6074.78 200.75 123.08 53.45 76.32 62.00 408.28 47.64

Ply 2 Off

6051.69 200.50 112.13 68.81 50.99 34.89 401.00 58.26

Belt Off6016.7

8 199.33 144.55 86.16 23.88 44.68 354.08 -34.52

Date 14-Mar-14Tyre Size 17” – Type A

LOAD INF RFV (N)

YCentered 4369.21 199.47 64.67 23.29

40.06 16.07 376.17 12.9

I\L Off 4366.47 199.33 85.50 43.718.4

9 7.98 202.14 -12.64Ply 1 Off 4374.55 199.38 92.98 57.86

51.93 44.61 262.46 -1.4

Ply 2 Off 4362.06 199.32 89.89 58.34

30.66 17.61 238.46 -3.87

Belt Off 4343.06 198.92 142.09 88.0729.1

2 13.42 225.78 -17.87

3.3 STUDY - COMPONENT VARIATION VS TYRE UNIFORMITY

3.3.2 Component Over-Splice Variation vs Uniformity Parameters

Date 10-Mar-14Tyre Size 16” – Type B

LOAD INF RFV (N)

YCentered

5040.69 200.19 79.68 40.93 49.63 39.79 376.17 -24.72

I\L Off5022.7

8 199.84 99.53 45.16 40.23 14.51 335.85 -35.95Ply 1 Off

5032.69 200.12 145.51 92.53 23.53 5.98 317.02 -32.94

Ply 2 Off

5045.21 200.2 146.76 94.6 26.95 11.2 362.18 44.48

Belt Off5037.0

2 200.35 176.45 112.16 43.43 16.18 289 -74.94

Date 15-Mar-14Tyre Size 17” – Type A

LOAD INF RFV (N)

YCentered 4365.57 200.19 68.95 39.87 38.45 38.33 365.56 16.7I\L Off 4392.85 200.22 100.47 73.3 41.4 35.52 251.75 7.45Ply 1 Off 4364.24 199.72 126.37 85.12 58.99 43.34 380.39 12.87Ply 2 Off 4367.79 199.67 136.77 91.79 53.43 41.82 342.85 -1.02Belt Off 4364.78 199.55 158.01 119.54 51.86 35.5 345.97 13.89

3.4 VARIATION IN CONICITY PARAMETER AND LEFT-RIGHT ERROR IN TREAD PROFILES

Date16” – Type A 16” – Type B 16” – Type C

Conicity Predicti

Left-Right Error

Conicity Predicti

Left-Right Error

Conicity Predicti

Left-Right Error

01-Mar-14 3457.742 54.58 -2328.134 -7.35802-Mar-14 3231.278 55.945 1493.024 18.101 -71.906 -25.6203-Mar-14 2082.991 32.397 -1801.348 -8.027 -2581.434 -17.22804-Mar-14 -1925.877 -15.898 1568.57 -17.21305-Mar-14 -4465.399 -57.994 -1877.286 16.782 -2425.13 -2.44406-Mar-14 3455.215 23.373 -2071.733 -35.83907-Mar-14 355.391 23.149 -3347.225 -10.98708-Mar-14 -1337.675 -7.089 -54.895 16.246 -1866.619 29.90609-Mar-14 2784.961 44.699 -1748.5 5.531 -2574.757 7.79210-Mar-14 -3452.77 -18.019 -2224.106 17.402

MIN -4465.40 -57.99 -1925.88 -15.90 -3347.23 -35.84MAX 3457.74 55.95 3455.22 23.37 1568.57 29.91

AVERAGE 328.73 14.93 -263.03 9.91 -1792.25 -6.16STD DEV 3351.28 43.46 1974.07 14.73 1447.82 19.98

1. The Die is taken and it is centered.

2. The gap between the Preform - Cassette stopper is eliminated

3. The damaged Preform and Extruder Head Stopper was replaced

16” – Type A

16” – Type B

16” – Type C

16” – Type D

Conicity

Prediction

Left-Right Error

Conicity

Prediction

Left-Right Error

Conicity

Prediction

Left-Right Error

Conicity

Prediction

Left-Right Error

14-Apr-14 -40.77 19.721

1222.906 8.866 -665.19 -2.77

15-Apr-14 -622.088 10.334 144.652 -3.747

1288.756 14.769 -885.31 32.439

16-Apr-14 -296.533 14.516 1099.58 -11.742 483.24 17.086

17-Apr-14

-1225.66

7 -19.447 -599.799 7.944 18-Apr-

14 -613.769 17.869 683.032 -2.04 973.162 19.814 19-Apr-

14 -298.844 8.924 210.119 -11.027

MIN -1225.67 -19.45 144.65 -11.74 -599.80 7.94 -885.31 -2.77MAX -40.77 19.72 1222.91 8.87 1288.76 19.81 -665.19 32.44

AVERAGE -516.28 8.65 672.06 -3.94 536.34 14.90 -775.25 14.83

STD DEV 411.24 14.38 494.44 8.35 826.76 5.08 155.65 24.90

• After corrective steps, the Conicity Predictor value has been minimized.

3.5 STUDY – SPOT ANALYSIS

AVERAGE

STD DEV

RFV 117.02 49.25RFH

1 65.68 43.63CON 49.48 25.54

AVERAGE

STD DEV

RFV 86.12 28.24RFH

1 62.32 26.80CON 30.30 18.08

AVERAGE

STD DEV

RFV 74.05 24.16RFH

1 61.12 23.92CON 25.12 18.35

3.6 STUDY – SPOT ANALYSIS

Figure: A fine tuned, well balanced GT Spot

3.7 STUDY - VECTOR EFFECT ANALYSIS

4. CONCLUSIONS

• The Drop in Tyre Uniformity Yield is due to the Force Variations.

• The Major Force Variations are Radial Force Variations (RFV), Radial Force First Harmonic (RFH1) and Conicity (CON) as these parameter has abnormal deviations.

• There is a difference in the yield obtained in Uniformity Machine A and Uniformity Machine B.

• Material Offset and Heavy Component Splicing can be attributed to the variation in Radial Force Variations (RFV) and Radial Force First Harmonic (RFH1) due to magnitude of these variations and its frequency of occurrences.

4. CONCLUSIONS• The effect of each material splice on Radial Force

Variations (RFV) is respectively; Belt, Ply 2, Ply 1 and Inner Liner.

• The above trend is followed in case of component offset splices.

• The Material Offset in Tyre Building which can be a reason of variation in conveyer speeds.

• The Conicity Predictor Values in PCR/UVR Sizes were found to be consistently high and it was brought down by taking counter steps.

• We can bring down the concentration of High Spots/Low Spots in a Tyre by following a well balanced fine tuned Spot Analysis.

• A perfect tyre spot can be obtained by conducting a Vector Effect Analysis.

5. RECOMMENDATIONS

• The Machine Tolerance Checks must be made on frequent basis.

• Revalidation of GT Spotting (Splices) of all sizes.

• Conicity Predictor value must be made to be a parameter in controlling the Conicity of the Tread with respect to the end tyres.

5. THE WAY FORWARD

• Vector Effect Analysis with respect to Curing• Waveform Analysis with respect to each

parameter.• Improvement in Tooling and Machineries

7. BIBLIOGRAPHY• The Pneumatic Tire - Akron University – NHTSA• Tyre Science and Technology - Tire Society, Inc.,– Journal• User & Product Manuals, Micro Poise & llinois Tool Works

Company (ITW), Akron Standard• ASTECPLUS™ - Operators Manual - Micro Poise Measurement

Systems• Profile Viewer User’s Guide – Profilometer SL – Bytewise

Measurement Systems - Product Manual • SAE J332 - http://standards.sae.org• http:// www.wikipedia.com

Thank You

Study on Uniformity Force Variations in PCR & UVR 16" & 17" Tyre Sizes

Engineering