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TRANSCRIPT
Tire Technology
RMA Presentation toCIWMB Special Waste Committee
March 9, 2005
RMA Tire Company Members
North America
RMA Tire Company Representatives
Bridgestone Americas Dennis Candido
John Sheerin
Cooper Tire & Rubber Company Tony Brinkman
Continental Tire North America Don Amos
The Goodyear Tire & Rubber Co. Dave Chapman
Michelin North America Red Hermann
Yokohama Tire Sanat Bhavsar
Presentation Outline• What is a Tire?
– Red Hermann, Michelin North America• TREAD Act Review
– Dennis Candido, Bridgestone Americas• The Impact of the Tire on the Environment
– Dave Chapman, The Goodyear Tire & Rubber Co.• Recycled Content and New Tires
– Don Amos, Continental Tire North America• Other Activities in the Area of Tire
Performance Trade-offs and the Environment– Tracey Norberg, RMA
What is a TIRE?
Red HermannMichelin North America
June 2003
The hidden side of the tire
A round shape made from rubber
Is it that simple ?
The hidden side of the tire
A tire also contains hidden complexity
Crown structure:
Nylon belt pliesSteel belt plies
Casing ply
Reinforcement
Heel-shaped anchorage to the rim Inner liner
Tread band and tread pattern
Separating rubber
Sidewall
Casing ply turn-up
Bead wire
At the steering wheel, the only thing linking you
to the road is the tire.
The tire: your only contact with the ground
150 cm2 500
cm2
= 1 HAND
= 3 HANDS
Obeying the driver's orders:
Grip and road handling:
1
1 carry
2
2 roll
3
3 steer
Traction on Wet Surfaces
The tire pushes the water out towards the sides
11
1
1
The tire's tread dries the road.2
2
2
2
The ribs in the tread pattern cut through the residual film of water.
3
3
3
3
Vehicle Handling
A tire under great stress:
- steering - acceleration
- brakingContact patch
Skid angle
Axis of wheel direction
Thrust of ground
Axis of trajectory
Working in the long term
WEAR = loss of tread depth as the mileage rises
The wear life span depends mainly on the rolling conditions
Number of cases in sample observed
STATISTICAL DISTRIBUTION OF LIFE SPANS
severe normal gentle Very gentle
Rolling conditions
20 000 40 000 60 000 80 000
miles
Rolling Tire
Transversal Bending
Endurance
60 miles per hour means 26 deformations per second. 60,000 miles means 90 million deformations."
Working in the long term
Mechanical and acoustic comfort
Obstacle on the road: noise and vibrations
Measurement of noise
when a vehicle passes
Constant improvements in comfort
Tire with 3 patternsizes
Acoustic comfort
Tread blocks with irregular orientation=noise reduction
Rectilinear impact front: all the tread blocks across the width of the tire enter into contact with the ground at the same time.
Rolling direction
Constant improvements in comfort
Average ConsumerRolling resistance
Rotational direction
Energy loss due to deformations
Coefficient of rolling resistance in kg/t
First pneumatic tires
First radial tires
Green X Energy
3Energy
First metallic
tires
First steel
belted tires
30
25
20
15
10
5
01880 1900 1920 1940 1960 1980 2000 2020
Solid tires
Car tires
Truck tires
Train wheels on
track
Metro tires
Tires for Shell Eco
Marathon
Orders of magnitude in 2002 :
- Tires for cars : 8,5 à 13 kg/t
- Tires for trucks : 4,5 à 10 kg/t
- Tires for bicycles : 2,5 à 5 kg/t
Rolling resistance
Consuming less
The art of balanceCar tires
TREAD Act Review
Dennis CandidoBridgestone Americas
Holding
June 2003
TREAD ACT REVIEW(TRANSPORTATION RECALL ENHANCEMENT ACCOUNTABILITY & DOCUMENTATION ACT OF 2000)
RULEMAKINGS
REVISE & UPDATE ENDURANCE & RESISTANCE STANDARDS FOR TIRES *(DOT 139) PROHIBITION OF SALE/LEASE OF DEFECTIVE OR
NON-COMPLIANT TIRES IMPROVED TIRE INFORMATION (LABELING) *(DOT
139) TIRE PRESSURE MONITORING SYSTEMS (TPMS) *(DOT 138) EARLY WARNING REPORTING REQUIREMENTS DEFECT REPORTING IN FOREIGN COUNTRIES CRIMINAL PENALTIES – SAFE HARBOR REIMBURSEMENT PRIOR TO RECALL ACCELERATION OF MANUFACTURES REMEDY PROGRAM ROLLOVER TESTS DEVELOPMENT CERTIFICATION LABEL CHILD RESTRAINTS
• TIRE MFGRS.
• TIRE RETAILERS• TIRE & VEHICLE MFGRS.• VEHICLE & TIRE MFGRS/ SUPPLIERS
• VEHICLE & TIRE MFGRS.
“ “ “ “
“• VEHICLE MFGRS.
“• EQUIPMENT MFGRS.
PROVISIONS INDUSTRY AFFECTED
FMVSS 139
TIRE TEST REQUIREMENTS
RULE ISSUED: JUNE 26, 2003
EFFECTIVE: JUNE 1, 2007
TEST REQUIREMENT
HIGH SPEED INCREASED SPEEDS
ENDURANCE INCREASED SPEED + LOW PRESSURE PHASE
BEAD UNSEAT UNCHANGED – NHTSA REVIEWING FOR 2006
STRENGTH UNCHANGED – NHTSA REVIEWING FOR 2006
AGED ENDURANCE UNDER STUDY FOR 2006 RULE
LABELING REQUIREMENT
TIRE MOLDED MARKINGS SERIAL ID ON BOTH SIDES & DATE ONINTENDED OUTBOARD SIDE.
VEHICLE (TIRE) PLACARD STANDARDIZED INFORMATION & LOCATION
HIGH SPEED CHANGES
CURRENT 109 NEW 139 EFFECT
SPEED STEPS (mph)
PASSENGER TIRES 75 80 85 85 93 99 INCREASED HEAT & CENTRIFUGAL FORCES.
LIGHT TRUCK TIRES NONE 85 93 99 LESS DESIGN MARGIN FOR PERFORMANCE TRADE-OFFS, ON STANDARD MASS MARKET TIRES. S-RATED & BELOW.
ENDURANCE TEST CHANGES
- -
RMA HAS PETITIONED NHTSA TO EXCLUDE TREAD PATTERN CHUNK-OUT AS NOT REPRESENTATIVE OF REAL WORLD.
CURRENT 109/119
NEW 139 EFFECT
PASSENGER TIRES SPEED (mph) 50 75 • SIGNIFICANT INCREASED HEAT &
DEFLECTION.
LOW PRESSURE PHASE
NONE 90’ @ 20 PSI • EXCESSIVE HEAT IN TREAD AREA CAUSES TREAD PATTERN ELEMENTS TO TEAR OFF (CHUNK-OUT) NOT SEEN IN REAL WORLD.
LIGHT TRUCK TIRES
INFLATION 100% 75% • SOME TIRES MAY HAVE TO BE REDESIGNED (ALL SEASON / WINTER).
TO RESIST HEAT & DEFLECTION
SPEED (mph)50 / 40 75 • CHANGES EFFECTS MAY WORK COUNTER
TO ROLLING RESISTANCE IN SOME CASES.
LOAD STEPS (%)
LR C & D
75/97/114 85/90/100
LR E 70/80/106 85/90/100
LOW PRESSURE PHASE
NONE 90’ @ 58%
Surface Curvature - 67 Inch Flywheel
Cyclical forces on belts Tire element moves from
Pt “a”, through pt “b” to pt “c”.
Results in different footprint
shape, pressure, and increased
heat generation vs flat surface
67” Drum
r 1
r 2
+
a
b
c Increased
Deflection
PATTERN CHUNKING – SNOW TIRES
TIRE MARKINGS (SERIAL NO.)
FMVSS 139 REQUIREMENT
FULL SERIAL WITH DATE CODE ON “INTENDED OUTBOARD SIDE” PARTIAL SERIAL (W/O DATE) ON OPPOSITE.
ADDITIONAL SERIAL ADOPTION
40% OF TIRES 9/2005 TO 9/2006
70% OF TIRES 9/2006 TO 9/2007
100% OF TIRES AFTER 9/2007
INTENDED OUTBOARD SIDE ADOPTION
100% AFTER 9/2009
INTENDED OUTBOARD SIDE ISSUE
FOR A NUMBER OF MANUFACTURERS MAJOR FACTORY
PROCESS/EQUIPMENT CHANGES WILL BE REQUIRED TO MAKE
WEEKLY MOLD, SERIAL CHANGES SAFELY.
INDUSTRY COST ($)
MOLD REWORK & REPLACEMENT 40,276,000
LOST PRODUCTION-MOLD REWORKING 34,100,000
NEW & REVISED PLANT EQUIPMENT39,241,000
ENGINEERING & DRAWINGS10,907,000
TOTAL 224,525,000INDUSTRY IS PROCEEDING TO IMPLEMENT THIS RULE TO THE ABOVE TIME TABLE.
FMVSS 138 – TIRE PRESSURE MONITORING
REQUIREMENT:
WARNING SYSTEM IN NEW VEHICLES TO INDICATE WHEN A
TIRE IS SIGNIFICANTLY UNDER INFLATED.
REGULATORY STATUS:
NEW NPRM ISSUED 9/16/2004 AFTER THE FIRST NPRM WAS VACATED BY U.S. COURT.
PHASED IN ADOPTION
50% FROM 9/2005 TO 9/2006
90% FROM 9/2006 TO 9/2007
100% AFTER 9/2007
TIRE INDUSTRY POSITION
WE WELCOME THE INTRODUCTION & USE OF TPMS SINCE PROPERLY
SPECIFIED & USED THEY CAN IMPROVE SAFETY & REDUCE FUEL
CONSUMPTION. HOWEVER, WE STRONGLY OBJECT TO THE NPRM AS
WRITTEN BECAUSE OF THE FOLLOWING:
IT PERMITS A TIRE TO BE UNDERINFLATED BEFORE ACTIVATING (I.E. AS MUCH AS 25%).
IS NOT REQUIRED TO WORK ON SPARE TIRES OR REPLACEMENT TIRES.
SYSTEM TEST REQUIREMENTS ARE LIMITED TO 100 kmh (62 mph) NOT REAL WORLD.
ALLOWS 10 MINUTE DELAY BEFORE ACTIVATION.
INSUFFICIENT INFORMATION IN OWNER’S MANUAL OR PLACARD ON PRESSURE WARNING & IT’S MEANING.
RMA HAS FILED A PETITION ON THESE POINTS.
The Impact of TireTechnology on the
Environment
Dave Chapman
The Goodyear Tire & Rubber Company
Safety
• Most important tire attribute
• Ability to stop, start and turn in ALL weather conditions
• Ability to navigate all road surfaces
• Ability to perform at wide range of speeds
Tire Performance Balance
Rolling Resistance
• Rolling resistance is affected by:– Tire design and construction– Rubber compounds– Tire inflation– Roadway surface– Vehicle alignment
Improved compound and construction technologies can minimize performance trade-offs. Expect potential trade-offs in dry traction and wear.
Rolling Resistance
Fuel Economy
Dry
Wet
Snow
Treadwear
Rolling Resistance Trade-Offs
Elastic vs. Viscous Material Properties
energy loss
LOW HYSTERESIS
MATERIAL
Reduce Rolling
Resistance
energy loss
HIGH HYSTERESIS
MATERIAL
Increase Traction
No energy loss
PERFECTLY ELASTIC
MATERIAL
Rolling Resistance Impact on Fuel Consumption
National Research Council, "Automotive Fuel Economy: How Far Should We Go?", 1992)
Fuel energy is dissipated in many ways, including rolling resistance:
A 10% improvement in rolling resistance gives a 1-2% improvement in fuel economy
Pressure Effects on Fuel Economy
Inflation Sensitivity vs. Rolling Resistance
Rolling Resistance Impact on Environment
• Improved rolling resistance performance reduces vehicle fuel usage– 1-2% for every 10% improvement in tire rolling resistance– Poor tire inflation maintenance negates tire design benefits
• Improved rolling resistance decreases tire life, so more tires are required for the same miles– More raw materials, more energy to produce and bring to
market– Increased scrap tires– CEC study quantifying trade-off
Longer Life Tires
• Tire life is affected by– tire design– tread compound– tire inflation– roadway surfaces– vehicle (size, aerodynamics, loads,
alignment) – driver (aggressiveness, maintenance
habits)
• Design trade-offs usually mean reduction in some characteristics to improve others
• Tire wear improvements generally require reduced rolling resistance and traction
Tire Design Factors and Trade-Offs
Average Tire Life 1980 – 2001
Source: Panel of Vehicle-Owning Households
NHTSA Air Pressure Study
• Independent study commissioned by NHTSA in February 2001
• Tire pressure measured on 11,530 vehicles• 6,442 passenger cars• 1,874 SUVs• 1,376 vans• 1,838 pickup trucks
• Tire pressures measured ‘hot’• Survey of drivers
NHTSA Air Pressure Study
1. 3% of passenger cars and 6% of light truck vehicles have all four tires significantly underinflated
2. 27% of passenger cars and 33% of light trucks have at least one tire significantly underinflated
3. And these tires were measured ‘hot’!
Percent of Tires Underinflated by 8 psi or more0 1 2 3 4
Passenger Cars with P-Metric Tires
73% 14% 7% 3% 3%
Cumulative 27% 13% 6% 3%
Pickups, SUVs, and Vans with P-Metric Tires
67% 13% 10% 4% 6%
Cumulative 33% 20% 10% 6%
Vehicle Type
Pressure Effects on Tire Wear Performance
Longer Life Tires Impact on Environment
• Improved tire wear – reduces number of scrap tires– improves customer satisfaction– Reduces fuel economy
• Reduced tread life– increases materials and energy required to
produce and bring tires to market– increases number of scrap tires– Poor tire maintenance reduces tread life
Recycled Content and New Tires
Don AmosContinental Tire North
America
June 2003
New Tire Manufacturing
• Tires contain about 20 components, each with unique rubber compounds and chemicals
• Tire is “built” and cured, or “vulcanized” with heat and pressure– Tire compounds bond to one another
chemically and physically– Finished product is chemically distinct from
uncured tire components and chemicals – not a sum of its parts
Potential Methods of Using Scrap Tires in new Tire Manufacturing
• Devulcanization– Breaking chemical bonds in cured tire material to create
an “uncured” rubber material– Not technically or economically viable
• Pyrolysis– Creating “raw materials” for tire manufacturing (pyrolytic
char substitute for carbon black, oils)– Nor technically or economically viable– Inconsistent product without applications
• Ground rubber– Focus of current recycled content use
• Ground rubber is the benchmark product
– 30 mesh is threshold for tread
– 80 mesh is threshold for carcass components
– 140 mesh is required some applications
– 200 mesh foreseen for high content
• Pyrolytic char (limited)
Current Methods of Using Recycled Content
Ground Rubber in New Tires
• Recycled content is affected by:– Ground rubber particle size– Ground rubber content (natural rubber,
carbon black, impurities)– Tire service requirements
Ground Rubber in New Tires• Used primarily as a low-cost filler material• Curing materials and anti-degradent content impact
mixing and curing• Reduced size improves performance but increases
cost– typical crumb rubber is 40 mesh
• Increased amounts of recycled material decreases properties and decreases life
• More demanding tire applications (i.e., more heat buildup) can use less recycle content
Control (0 Crumb) 20 phr* Crumb 30 phr Crumb 40 phr Crumb
Tensile** 100 85 80 75
300% Mod 100 91 82 77
100C Rebound 100 94 93 91
Mooney Scorch 100 93 81 79
Cure Amount 100 92 79 78
Abrasion 100 90 83 68
Heat Build-up 100 89 86 78
Viscosity 100 73 73 56
* Phr is parts by weight per hundred parts of rubber in compound** Lower figures indicate worse performance
Source: Gooodyear
Tread Compound Property Impacts from Ground Rubber Use
Challenges with Processing Tires for Ground Rubber Use in New Tires
• Tire structure is composed of various rubber compounds, fabric reinforcement, and steel reinforcement
• The structure is designed and manufactured to be resistant to break-down
• Materials must be mechanically separated to be usable
• Ground rubber plant is capital intense with a low margin product
• Feed stock is inconsistent = product is inconsistent
• P215/60R16 Continental Touring Contact AS– 15 major components– 14 rubber major separate rubber compounds
• 2003 Experimentation• Regular Production: 4.60% 80m-WTGR (10%
in Tread Cap)• Experimental Production: 13.6% 80m & 140m
-WTGR (20% in Tread Cap)+ Pyro black (2.4% to 25% in various components)
Continental Recycled Content Study
Whole Tire Recycle Impacts
70
80
90
100
RR
GripWear
• Study showed negative tire performance implications including – lower tread wear life– lower wet traction– longer wet stopping distance– lower snow traction– higher rolling resistance
• Continental has discontinued this research project due to the unacceptability of the negative performance implications and the unavailability of acceptable source material
Continental Recycled Content Study
Recycled Content Impact on Environment
• Increased recycle content in tires– Increases amount of crumb rubber used– Reduces tire durability, performance and tire
life– Tire life decrease approximates recycled
content on percentage basis (Continental study)
Other Related Activities
Tracey NorbergRubber Manufacturers
Association
June 2003
AB 844 Update• Regulatory development continues under AB
844• California Energy Commission (CEC) finalizing
contract with Smithers Scientific to conduct $400,000 tire testing program– CIWMB Funding– Project designed to develop representative database
of replacement tire rolling resistance and assess performance trade-offs, including safety and tire longevity implications
National Academy of Sciences Study• Expert panel appointed• Project Scope:
– Consider the relationship that low rolling resistance replacement tires designed for use on passenger cars and light trucks have on fuel consumption and tire wear life
– Address the potential for securing technically feasible and cost-effective replacement tires that do not adversely affect safety, including the impacts on performance and durability, or adversely impact tire tread life and scrap tire disposal
– Fully consider the average American "drive cycle" in its analysis– Address the cost to the consumer, including the additional cost
of replacement tires and any potential fuel savings• Expected to hold 4 meetings in 2005 and release final
report by end of 2005
Committee for the National Tire Efficiency Study
Provisional Roster – 2/15/05ChairmanDale F. SteinPresident EmeritusMichigan Technological University
Members
James E. BernardProfessor and DirectorVirtual Reality Applications CenterIowa State University
Christopher L. MageeProfessorMassachusetts Institute of Technology
John EagleburgerGoodyear Tire Company (retired)
Marion G. PottingerM’gineering, LLC
Richard J. FarrisDistinguished University ProfessorUniversity of MassachusettsPolymer Science & Engineering Dept.
Karl J. SpringerVice President, Automotive Products and Emissions Research (retired)Southwest Research Institute
David FriedmanResearch DirectorClean Vehicles ProgramUnion of Concerned Science
Margaret A. WallsResident ScholarResources for the Future
Patricia S. HuDirector, Center for Transportation AnalysisOak Ridge National Laboratory
Joseph D. WalterBridgestone Technical Center Europe (retired)
Wolfgang G. KnaussTheodore von Karman Professor of Aeronautics and Applied MechanicsCalifornia Institute of Technology
Rolling Resistance Update
• National Academy of Sciences Study– First meeting April 4 & 5, 2005 in DC
• NHTSA to give charge to panel• RMA and members asked to provide testimony to
panel on tire performance and related issues• EPA, NRDC, Congressional Staff also invited to
make presentations
Conclusions• Tire manufacturers around the world recognize
the need to balance tire safety, customer satisfaction, and environmental concerns
• Tire manufacturers have dramatically improved tire performance, rolling resistance, and tire wear through extensive research and development
• Tire manufacturers are dedicated to ensure safety and improve performance and environmental aspects of tires
Thank you!• Questions?
• Comments?
• Contact:Tracey Norberg
Rubber Manufacturers Association
202-682-4839